The Honda D14A4 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-cost ownership for its era, producing 63 kW (86 PS) and 121 Nm of torque.
Fitted primarily to the fifth-generation Honda Civic (EG chassis) and CRX models, the D14A4 was engineered for economical, reliable transportation with an emphasis on smooth operation and low running costs. Emissions compliance for its production period was achieved through precise fuel metering and a three-way catalytic converter, meeting the applicable standards for Japanese and North American markets at the time.
One documented service concern is premature failure of the distributor's internal ignition module, which can cause intermittent misfires or no-start conditions. This issue, addressed in Honda Service Bulletin 93-055, is often linked to heat degradation of the module's internal components. Honda later revised the ignition system design in subsequent D-series engines.
Honda
Production years 1992–1995 meet the emissions standards applicable to their respective markets (e.g., US EPA Tier 0, Japanese 1988 regulations).
The Honda D14A4 is a 1,396 cc inline‑four naturally aspirated petrol engine engineered for compact hatchbacks (1992-1995). It combines SOHC 16-valve architecture with PGM-FI fuel injection to deliver frugal, dependable performance and smooth low-RPM operation. Designed to meet the emissions standards of its era, it prioritizes economy and reliability.
| 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 | 121 Nm @ 4,800 rpm | |
| Fuel system | Honda PGM-FI (Programmed Fuel Injection) | |
| Emissions standard | US EPA Tier 0 / Japanese 1988 Regulations | |
| Compression ratio | 9.3:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Belt-driven | |
| Oil type | SAE 10W-30 (API SH or equivalent) | |
| Dry weight | Not Available |
The SOHC 16-valve design offers smooth, economical power ideal for city driving but requires adherence to the 90,000 km timing belt replacement interval to prevent catastrophic failure. Using the specified SAE 10W-30 oil ensures proper lubrication. The distributor's internal ignition module is susceptible to heat failure; vehicles exhibiting intermittent misfires should have it inspected per Honda SIB 93-055. The PGM-FI system demands a stable electrical system for optimal performance.
Oil Specs: Requires SAE 10W-30 meeting API SH specification (Honda Owner's Manual). Modern equivalents like API SN are acceptable if viscosity is correct.
Emissions: Certification applies to 1992-1995 models for their respective markets (US EPA, Japanese MoT).
Power Ratings: Measured under SAE net standards. Output is consistent across all markets for this engine code.
Honda Service Manual: D14A4 Engine (Pub. No. 91000-SK1-003)
Honda Owner's Manual: 1993 Civic
Honda Service Information Bulletin: 93-055
US Environmental Protection Agency (EPA) Certification Database
The Honda D14A4 was used across Honda's EG platform with transverse mounting. This engine received minor platform-specific adaptations-different intake manifolds for Civic vs. CRX variants-and no significant facelift revisions occurred during its production run. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front of the cylinder block, just below the cylinder head (Honda Service Manual). The 8th VIN digit for US-market Civics is 'D' for the D14A4 engine. Visually, it can be identified by its single camshaft cover and the PGM-FI fuel rail running along the intake manifold. Critical differentiation from the D14A3: The D14A4 uses electronic fuel injection (PGM-FI), while D14A3 is carbureted. Service parts for the fuel injection system are specific to the D14A4 and not interchangeable with carbureted variants.
The D14A4's primary reliability risk is distributor ignition module failure, with elevated incidence in vehicles subjected to high ambient temperatures. Honda SIB 93-055 documents this issue, while owner reports frequently cite it as a source of drivability problems. Adherence to the critical 90,000 km timing belt interval is paramount for engine survival.
Analysis derived from Honda technical bulletins (1992-1998) and aggregated owner repair data (1995-2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about HONDA D14A4.
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