If you’re working on a Civic from the early 2000s, understanding the powerplant under the hood is key. This guide provides a complete Honda D17A5 engine specs overview to give you all the technical details you need.
This 1.7-liter motor is a common find and knowing its capabilities, limits, and common traits is essential for maintenance, tuning, or even a swap. We’ll break down everything from its basic architecture to its performance potential.
Honda D17A5 Engine Specs Overview
The D17A5 is a four-cylinder, naturally aspirated engine part of Honda’s D-series family. It was specifically used in the 2002-2005 Honda Civic LX and VP sedans in the North American market. It’s known for its reliability and fuel efficiency, serving as the economical workhorse of that Civic generation.
Fundamental Specifications & Design
Let’s start with the core numbers that define this engine. These are the specs you’ll reference most often.
- Engine Code: D17A5
- Displacement: 1.7 liters (1,668 cc)
- Configuration: Inline-4 (I4)
- Aspiration: Naturally Aspirated
- Valvetrain: SOHC (Single Overhead Cam) with VTEC-E
- Bore x Stroke: 75 mm x 94.4 mm
- Compression Ratio: 9.5:1
- Firing Order: 1-3-4-2
Block & Internals
The D17A5 uses an open-deck aluminum block design. This is lighter than iron but not as rigid as a closed-deck block, which aligns with its economy-focused design. The crankshaft is a nodular cast iron unit, and the connecting rods are powdered metal.
The pistons are cast aluminum with two valve reliefs. The 94.4 mm stroke is relativly long for its bore, contributing to its low-end torque character rather than high-revving power.
Detailed Performance Output
This engine was not built for speed, but for smooth, efficient daily driving. Here are its factory-rated outputs.
- Horsepower: 115 hp @ 6,100 rpm
- Torque: 110 lb-ft @ 4,500 rpm
- Redline: 6,500 rpm (Fuel cut-off)
- Fuel System: Multi-Point Fuel Injection (PGM-FI)
- Recommended Fuel: 87 Octane (Regular Unleaded)
Valvetrain & VTEC-E System
The ‘A5’ designation is largely defined by its use of VTEC-E. Unlike performance VTEC that adds a high-lift cam profile, VTEC-E is for economy. The SOHC head has 16 valves (4 per cylinder).
Here’s how VTEC-E works:
- At low RPM and light load, only one intake valve per cylinder opens fully. The other intake valve only opens a tiny amount. This creates a swirl effect for better air-fuel mixing.
- Above ~2,500 RPM under load, a solenoid activates a pin that locks both intake rocker arms together.
- Both intake valves now operate off the standard cam lobe, opening fully for better airflow and power.
This system maximizes fuel efficiency during cruising while providing adequate power when you need to accelerate.
Engine Dimensions & Weight
Knowing the size and weight is crucial for swap considerations or hoist use. The D17A5 is a compact and light unit.
- Engine Weight (Approx.): 280-300 lbs (dry, with manifold & accessories)
- Length: Roughly 24 inches from bellhousing to accessory end
- Width: Approximately 20 inches across the valve cover
- Height: About 24 inches from oil pan to valve cover
Fluid Capacities & Service Specs
Using the correct fluids and amounts is vital for engine longevity. Always double-check your owner’s manual, but these are standard figures.
Oil System
- Oil Capacity (with filter change): 3.8 US quarts (3.6 liters)
- Recommended Oil: 5W-20 or 5W-30 viscosity
- Oil Filter: Honda part #15400-PLM-A02 or equivalent
- Oil Pressure: Approx. 50-60 psi at 3,000 rpm (warm)
Cooling System
- Coolant Capacity: Approx. 5.5 US quarts (5.2 liters) total
- Coolant Type: Honda Type 2 or equivalent ethylene glycol
- Thermostat Opening Temp: 170°F (76-80°C)
Ignition System
The D17A5 uses a distributor-based ignition system, unlike newer coil-on-plug designs.
- Spark Plug Gap: 0.039 – 0.043 inches (1.0 – 1.1 mm)
- Spark Plug Type: NGK BKR6E-11 or equivalent
- Ignition Timing: 12° ± 2° BTDC at idle (with service connector shorted)
Common Issues & Reliability
No engine is perfect, and the D17A5 has a few known weak points. Awareness helps you prevent problems.
1. Head Gasket Failure
This is the most prevalent issue. The factory multi-layer steel (MLS) head gasket can fail, often between cylinders 3 and 4. Symptoms include overheating, coolant loss with no visible leak, and white exhaust smoke. Using a high-quality replacement gasket is critical during repair.
2. Automatic Transmission Problems
While not the engine itself, the automatic transaxle paired with this engine (the B7XA) is notorious for premature clutch pack wear and failure. Manual transmission models are far more robust.
3. Valve Cover Gasket Leaks
The rubber gasket can harden and crack over time, leading to oil leaks onto the exhaust manifold. This causes a burning oil smell. Replacement is a straightforward DIY job.
4. Distributor O-Ring Leak
The distributor shaft seal can fail, allowing oil to seep into the distributor itself. This can damage the internal ignition components and cause misfires.
Despite these issues, with proper maintenance, the D17A5 can easily surpass 200,000 miles. Its simple design makes many repairs accessable for a home mechanic.
Modification & Tuning Potential
The D17A5 is not a typical performance platform. Its design prioritizes economy. However, some modest gains are possible.
Basic Bolt-Ons
- Cold Air Intake: Can improve throttle response and sound, but major horsepower gains are unlikely.
- Exhaust Header: Replacing the restrictive cast iron manifold with a 4-2-1 header can free up some mid-range torque.
- Exhaust System: A cat-back system reduces backpressure slightly.
Realistically, these mods might yield only 5-10 horsepower. The engine’s ECU is also very conservative and not easily tuned without specialized (and often costly) solutions.
Forced Induction & Swaps
Turbocharging or supercharging the D17A5 is risky on the stock internals due to its high compression ratio and open-deck block. It requires low boost, excellent tuning, and robust supporting mods. For significant power, most enthusiasts opt for a K-series or B-series engine swap, which offers far greater aftermarket support and stronger internals from the factory.
Step-by-Step: Basic Maintenance Check
Keeping your D17A5 healthy starts with simple checks. Here’s a quick routine.
- Check Engine Oil: Ensure the car is on level ground. Pull the dipstick, wipe it, reinsert fully, and check level. Top up with 5W-20 or 5W-30 if low.
- Inspect for Leaks: Look under the car for any fresh oil or coolant spots. Common origins are the valve cover, distributor, and oil pan.
- Coolant Level: Check the overflow reservoir when the engine is cool. The level should be between the “MIN” and “MAX” marks.
- Listen for Unusual Noises: A ticking sound may be valve lash adjustment (easy fix). A deeper knock is serious and needs immediate attention.
- Scan for Codes: If the Check Engine light is on, use an OBD-II scanner to read the diagnostic trouble codes (DTCs). This gives you a direct starting point for diagnosis.
Comparison to Other D17 Engines
The D17A5 wasn’t the only variant. Knowing the differences helps with parts identification.
- D17A1: Used in the 2001 Civic. Similar but lacks VTEC entirely. Lower output (106 hp).
- D17A2: Found in the 2002-2005 Civic EX. Uses a more conventional VTEC system for power. Higher output (127 hp).
- D17A6: A California emissions version of the A2.
The A5 sits in the middle, offering better economy than the A2 and more power than the A1, thanks to its unique VTEC-E system.
FAQ Section
What is the difference between the D17A5 and D17A2?
The main difference is the VTEC system. The D17A5 uses VTEC-E for fuel economy, producing 115 hp. The D17A2 uses a performance-oriented VTEC system, producing 127 hp. The cylinder heads and engine tuning are different.
Is the Honda D17A5 engine reliable?
Yes, it is generally very reliable with proper maintenance. Its most common serious issue is head gasket failure, which is a known flaw but repairable. The automatic transmission it was often paired with is less reliable than the engine itself.
Can you turbo a D17A5 engine?
It is possible but not generally recommended for beginners. The stock 9.5:1 compression ratio is high for boost, and the open-deck block isn’t the strongest. Running low boost (under 6 psi) with excellent fuel and tuning support is necessary, but the gains are often not worth the cost and risk compared to an engine swap.
What kind of gas does a D17A5 take?
Honda recommends regular 87 octane unleaded gasoline. Using higher octane fuel will not provide any performance or mileage benefits, as the engine’s ignition timing is not advanced enough to take advantage of it.
How much horsepower can a D17A5 handle?
The stock bottom end is not built for significant power increases. Pushing beyond 150-160 horsepower with forced induction significantly increases the risk of failure. The engine’s design is optimized for durability in its stock power range, not for modified output.
What car has a D17A5 engine?
The D17A5 was installed in the 2002 through 2005 Honda Civic LX and VP model sedans sold in the United States and Canada. It was not used in Coupe, Hatchback, or EX/Si models of that generation.
In summary, the Honda D17A5 is a clever, economy-focused engine that prioritizes longevity and efficiency over excitement. A thorough Honda D17A5 engine specs overview shows it’s a competent and simple powerplant. Understanding its specs, common issues, and realistic potential empowers you to maintain it properly, diagnose problems accurately, and make informed decisions about modifications or repairs. With care, it will provide dependable service for many miles to come.