TECH: D series piston comparison
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TECH: D series piston comparison
The Super D-Series Piston Comparo
courtesy Heeltoe Automotive
Thank you for coming to The Super D-Series Comparo. If you are like me, you like the under dog. The D-series engine has become a sort of under dog in the Honda performance engine scene. Largely due to the installation of bigger and more powerful B-series power plants like the B16A, GS-R, and Type-R variants, the D-series engines usually get dumped in the trash.
I decided to catch some of these bits on the way to the trash and do a moderate street buildup on the stock D15 in my 95 CX hatchback. The first question that rose in my mind was, "What pistons should I use?" Being a Hardin Honda employee, I took it upon myself to order one of every D-series piston new from the factory for the purposes of documenting them both photo graphically and dimensionally.
The different pistons are called out by the center 3 digits in their part numbers. These are the numbers Honda uses to classify which engine the part goes in when determining part numbers. The second set of 3 digits I include give information as to what market the parts are from, and super-cession level. An A00 is a North American part while a 000 would be a World Market part. Likewise, a 010 might be a part superseding a 000. Compression height was calculated by measuring the distance from the TOP of the wrist pin hole to the TOP of the piston (not including any dome or dish) then adding half the wrist pin diameter. Further details regarding measurements will be at the bottom of the page. Without further ado, here are the pistons:
Read Source for more: http://www.heeltoeauto.com/dseries/dseries1.html
courtesy Heeltoe Automotive
Thank you for coming to The Super D-Series Comparo. If you are like me, you like the under dog. The D-series engine has become a sort of under dog in the Honda performance engine scene. Largely due to the installation of bigger and more powerful B-series power plants like the B16A, GS-R, and Type-R variants, the D-series engines usually get dumped in the trash.
I decided to catch some of these bits on the way to the trash and do a moderate street buildup on the stock D15 in my 95 CX hatchback. The first question that rose in my mind was, "What pistons should I use?" Being a Hardin Honda employee, I took it upon myself to order one of every D-series piston new from the factory for the purposes of documenting them both photo graphically and dimensionally.
The different pistons are called out by the center 3 digits in their part numbers. These are the numbers Honda uses to classify which engine the part goes in when determining part numbers. The second set of 3 digits I include give information as to what market the parts are from, and super-cession level. An A00 is a North American part while a 000 would be a World Market part. Likewise, a 010 might be a part superseding a 000. Compression height was calculated by measuring the distance from the TOP of the wrist pin hole to the TOP of the piston (not including any dome or dish) then adding half the wrist pin diameter. Further details regarding measurements will be at the bottom of the page. Without further ado, here are the pistons:
Read Source for more: http://www.heeltoeauto.com/dseries/dseries1.html
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I wonder how hard it is to machine some real valve reliefs into the 98 GX pistons? They have a 21.0mm wrist pin hole so the ls rods will be a direct fit with no rebushing. Looks like the small end of the rod would still need to be shaved a bit thinner to clear the saddle.
I'm tempted to start putting away some parts now for a budget D-series all motor build in the future. I think I'll order a single gx piston next time I place an order at Honda.
Does anyone know where I can find engine stats on the GX, like stroke length, head volume and compression ratio?
I'm tempted to start putting away some parts now for a budget D-series all motor build in the future. I think I'll order a single gx piston next time I place an order at Honda.
Does anyone know where I can find engine stats on the GX, like stroke length, head volume and compression ratio?
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Don't bother giving me "rep", I won't return it and I think it is stupid.
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• In-Line 4-Cylinder
• Engine Block/Cylinder Head: Aluminum-Alloy
• Displacement (cc): 1668
• Horsepower @ rpm (SAE net): 100 @ 6100
• Torque (lb-ft @ rpm): 98 @ 4000
• Bore and Stroke (mm): 75 x 94.4
• Compression Ratio: 12.5:1
• 16-Valve SOHC VTEC®-E
• Multi-Point Natural-Gas Fuel Injection
• Front-Wheel Drive
• Emissions Rating: SULEV
• Direct Ignition System with Immobilizer
• 110,000-Mile Tune-Up Interval
Still looking for the head volume.
Source: http://www.mohawkhonda.com/new/civicgx.cfm
• Engine Block/Cylinder Head: Aluminum-Alloy
• Displacement (cc): 1668
• Horsepower @ rpm (SAE net): 100 @ 6100
• Torque (lb-ft @ rpm): 98 @ 4000
• Bore and Stroke (mm): 75 x 94.4
• Compression Ratio: 12.5:1
• 16-Valve SOHC VTEC®-E
• Multi-Point Natural-Gas Fuel Injection
• Front-Wheel Drive
• Emissions Rating: SULEV
• Direct Ignition System with Immobilizer
• 110,000-Mile Tune-Up Interval
Still looking for the head volume.
Source: http://www.mohawkhonda.com/new/civicgx.cfm
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thanx jeff...good info espically since i am rebuilding my d series and increasing the compression ratio is one of our main objectives.
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I see people out there spending money on the car to improve it … If you spend half that effort just working on your driving skills, making you and the car work together as a team, then you’ll go faster – period. To make the car go a second faster on the track takes a lot more energy and money than making yourself drive it one second faster.
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