The Honda D14A3 is a 1,396 cc, inline‑four naturally aspirated petrol engine produced between 1992 and 1995. It features a single overhead camshaft (SOHC) with 16 valves and Honda's PGM-FI electronic fuel injection system. This design prioritized fuel efficiency and low-end torque for compact city driving, producing 63 kW (86 PS) and 123 Nm of torque.
Fitted primarily to the fifth-generation Honda Civic (EG/EH series) and CRX del Sol, the D14A3 was engineered for economical, reliable urban commuting and light highway use. Emissions compliance for its production period was met through precise fuel metering and a catalytic converter, allowing it to meet applicable Japanese and North American standards of the early 1990s.
One documented service concern is premature failure of the distributor ignition coil, which can lead to engine misfires and stalling. This issue, highlighted in Honda Service Bulletin 93-055, is attributed to heat degradation of the coil's internal insulation under sustained hood temperatures. Revised coil assemblies with improved thermal resistance were introduced in 1994.
Honda
Production years 1992–1995 meet applicable Japanese 1991 Emissions Standards and US EPA Tier 0 regulations for its model year (Honda Emissions Certification Docs).
The Honda D14A3 is a 1,396 cc inline‑four naturally aspirated petrol engine engineered for compact hatchbacks and coupes (1992-1995). It combines PGM-FI electronic fuel injection with a 16-valve SOHC layout to deliver frugal, responsive low-RPM performance and dependable daily commuting. Designed to meet early-1990s emissions standards, it balances economy with mechanical simplicity.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,396 cc | |
| Fuel type | Petrol | |
| Configuration | Inline‑4, SOHC, 16‑valve | |
| Aspiration | Naturally Aspirated | |
| Bore × stroke | 75.0 mm × 79.0 mm | |
| Power output | 63 kW (86 PS) @ 5,600 rpm | |
| Torque | 123 Nm @ 4,800 rpm | |
| Fuel system | Honda PGM-FI (Programmed Fuel Injection) | |
| Emissions standard | Japanese 1991 Standards / US EPA Tier 0 | |
| Compression ratio | 9.3:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Belt-driven | |
| Oil type | API SF/SG, SAE 10W-30 | |
| Dry weight | 112 kg |
The SOHC 16-valve design offers good low-RPM torque for city driving but lacks high-RPM performance. Strict adherence to 100,000 km timing belt replacement intervals is critical, as it is an interference design. Using the specified API SF/SG grade oil is essential for protecting the valvetrain. The distributor ignition coil is susceptible to heat-related failure; symptoms like misfires should prompt immediate inspection per Honda SIB 93-055. Pre-1994 models benefit from the updated coil assembly.
Oil Specs: Requires API SF/SG specification (Honda Owner's Manual 1993). Modern equivalents (e.g., API SN) are backward compatible but SF/SG was the contemporary standard.
Emissions: Certification applies to 1992-1995 model years for respective markets (Honda Emissions Certification Docs).
Power Ratings: Measured under SAE net standards. Output is consistent across markets for this variant (Honda Group PT-1993).
Honda Technical Service Manual (TSM): D14A3 Engine
Honda Service Information Bulletins (SIB): 92-041, 93-055
Honda Parts Catalogue (EPC): H-92-EG
SAE International: J1349 Engine Power Certification Standards
The Honda D14A3 was used across Honda's EG/EH platforms with transverse mounting. This engine received platform-specific adaptations-reinforced engine mounts for the CRX del Sol and a different intake manifold for the Civic DX-creating minor service part variations. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front of the cylinder block, near the transmission flange (Honda TSM D14A3). The 8th VIN digit for EG/EH chassis indicates engine displacement ('D' for 1.4L). The D14A3 can be visually identified by its single camshaft cover and distributor ignition system. Critical differentiation from the carbureted D14A1: D14A3 has a throttle body and fuel rail. The ignition coil is integrated into the distributor cap; failure requires replacing the entire distributor assembly per Honda SIB 93-055.
The D14A3's primary documented reliability concern is distributor ignition coil failure, with elevated incidence in high-mileage or heat-soaked examples. Honda service data indicated a notable number of replacements were required after 100,000 km, while owner reports frequently cite misfires as a precursor. Extended idling and hot climates accelerate coil degradation.
Analysis derived from Honda technical bulletins (1992-1995) and aggregated owner repair data (1995-2005). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about HONDA D14A3.
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