EK2, EK3, EK4, EK5, EK9, EJ6, EJ7, EJ8, EJ9, EM1
The sixth-generation Honda Civic was introduced in 1995.
It retained its class-leading handling, thanks in part to its front double wishbone suspension.
However, the sixth iteration of Civic did not have the high power-to-weight ratio of its predecessors.
Two wagons were also made on the platform; the JDM Orthia, based on the Civic sedan, and a Domani-based model, sold as Civic Aerodeck, in Europe.
Neither were offered in North America. A Domani-based five-door liftback was also offered for sale in Europe alongside the regular Civic model from 1995 to 2001.
At its introduction in 1993, it won the Car of the Year Japan Award for the third time.
It retained its class-leading handling, thanks in part to its front double wishbone suspension.
However, the sixth iteration of Civic did not have the high power-to-weight ratio of its predecessors.
Two wagons were also made on the platform; the JDM Orthia, based on the Civic sedan, and a Domani-based model, sold as Civic Aerodeck, in Europe.
Neither were offered in North America. A Domani-based five-door liftback was also offered for sale in Europe alongside the regular Civic model from 1995 to 2001.
At its introduction in 1993, it won the Car of the Year Japan Award for the third time.
Trim packages and equipments (US)
Coupe:
Coupe:
Trims available in the coupe body style were the EJ6 (US DX, Canadian
DX and DX-V), EJ7 (US HX), EJ8 (US EX, Canadian Si) and EM1 (only 1999
and 2000; US Si, Canadian SiR).
Trims available in the hatchback body style were the EJ6 (US CX and DX, Canadian CX/CX-G/DX/SE), EJ9 (1.4L SOHC model), EK1 (1.5L SOHC VTEC-E model), EK2 (1.3L model), EK3 (1.5L SOHC VTEC-E model), EK4 (Japanese SiR, European SiR and/or VTi), EK6 (Japanese 1.6L SOHC model), EK7 (Japanese 1.6L SOHC model) and the EK9 (Japanese Type R).
Sedan:
Trims available in the sedan body style were the EJ6 (US DX/LX/VP, Canadian EX/LX), EJ8 (US EX), EJ9 (1.4L SOHC model), EK1 (1.5L SOHC VTEC-E model), EK2 (1.3L model), EK3 (1.5L SOHC model), EK4 (Japanese SiR, European SiR and/or VTi), EK5 (Japanese 1.6L SOHC 4WD model), EK8 (Japanese 1.6L SOHC model) and EN1 (US GX).
CX: The base trim package, available as a hatchback only. Appointed very sparingly (no standard radio or power steering), it came equipped with 13-inch wheels, 4-wheel double wishbone suspension, dual airbags, tinted windows, split/folding rear seat, and seating for five people. In 1997, the CX added 14-inch wheels as standard equipment. In 2000, the CX added tilt steering as standard equipment.[2]
DX: Available as a hatchback, coupé, or sedan. It included all standard equipment from CX plus tilt steering and am/fm radio. Power steering was standard on all sedans, and on the coupes when ordered with automatic transmission. For 1997, the DX added 14-inch wheels as standard equipment.[3]
LX: Available as a four-door only. It included all standard equipment from DX plus 14-inch wheels, power windows, power locks, power mirrors, power steering, front stabilizer bar, front center armrest with storage compartment, cargo area light, cruise control, and tachometer. For 1997, the LX added air conditioning as standard equipment.
EX: Available as a coupé or sedan. It included all standard equipment from LX plus a higher-horsepower SOHC VTEC engine, power sunroof, air conditioning, remote entry system, plus body-colored side mirrors and side molding. ABS was standard on sedan only and optional on the coupe if equipped with an automatic transmission. For 1999, the EX added a cd player as standard equipment.[4]
HX: Available as coupé only, this trim package was specially tooled for higher fuel efficiency. It was the only trim available with a CVT (continuously variable transmission), though customers could also choose a 5-speed manual transmission. It included all standard equipment from DX, plus a slightly higher horsepower VTEC-E engine, alloy wheels, power windows, power locks, power steering, and tachometer.[5][6]
GX: Introduced in 1997 and available as a sedan for fleet-purchase only, this trim package was specially designed to run on natural gas. See Honda Civic GX for detail and references.
VP: Introduced in 1998 and available as a sedan only, this trim was designed as a “Value Package” above the DX. It included all standard equipment from DX plus automatic transmission, power locks, cd player, air conditioning, keyless entry, and special paint.
Most trim packages had a standard AM/FM radio in the center dashboard with a backlit LCD display (except CX had no radio) but a slave cassette player or CD player was available through dealer-installed options and was installed in the forward portion of the console and was hidden from view when the cupholder was open. EX trims had the slave cassette player standard. Dealers also offered AM/FM cassette and AM/FM CD decks to replace the stock radio. All vehicles were equipped with four speakers (except for the EX which included two extra tweeters located on the front doors), radio wiring (prep), and an antenna regardless of whether or not they had a radio.
Si:
1999 Honda Civic SiAfter a brief hiatus, the Civic Si reappeared in 1998, available as a coupé only. With the adoption of the VTi badge in Europe and the SiR and Type R badges in Japan for the sports variants of Civics, the Si became primarily a US-specific badge, a branding trend that would continue in subsequent Civic generations.
Accelerating from 0-60 in 7.1 seconds, the 1999 Civic Si trim package featured a 1.6-litre B16A2 engine that made 160 hp (119 kW) at 8,000 rpm and 111 ft-lbs of torque at 7,000 rpm.
While similar to the powerplant in the Del Sol VTEC, the Civic Si saw some notable differences, which include a larger throttle body, improved intake manifold, strengthened connecting rods, low-friction/high-silicon pistons, a fully counterweighted crankshaft, and an exhaust system with larger-diameter piping.
Due to its good fuel economy (27/31 city/hwy MPG), independent suspension at all four corners, and a more popular coupe form, the trim package garnered a dedicated following in spite of its short production cycle.
Changes from the standard Civic included stiffer, progressive-rate springs, stiffer front and rear anti-roll bars, and a tower brace, which contributed to a flatter-cornering ride. It was available with a five-speed manual transmission only, standard equipment also including disc brakes all around.
Aesthetic exterior changes from the LX/EX trims were minimal, with the Si trim package featuring a lower-profile and wider 15-inch wheel/tire package, a subtle chin-spoiler, painted side sills, and Si badging.
There are power locks, power windows, a cd-player, cruise control, air conditioning, power sunroof, and tilt steering.[8] For the interior, the sixth generation Si also had tilt adjustment for the bottom cushion, a leather-wrapped steering wheel, remote keyless entry, and red-faced instrumentation with Si branding.
Paint colors
Colors available in the US were as follows:1996: Cyclone Blue Metallic (sedan), Cypress Green Pearl (coupe and sedan), Midori Green Pearl (hatch), Granada Black Pearl (hatch), Frost White (coupe and sedan), New Vogue Silver Metallic (hatch), Milano Red (coupe), Island Coral Pearl (coupe and sedan) and Roma Red (hatch).
1997: Cyclone Blue Metallic (DX and LX sedan), Cypress Green Pearl (DX and EX coupe and sedan), Granada Black Pearl (LX and EX sedan, coupe and DX hatch) Frost White (DX and EX coupe and sedan), New Vogue Silver Metallic, Dark Amethyst Pearl (hatch), Milano Red (coupe), Inza Red Pearl (LX sedan) and Roma Red (hatch).
1998: Cyclone Blue Metallic (sedan), Cypress Green Pearl (coupe and sedan), Taffeta White (coupe and sedan), New Vogue Silver Metallic, Flamenco Black Pearl, Dark Amethyst Pearl (hatch), Milano Red (coupe) and Roma Red (hatch).
1999: Electron Blue Pearl (Si coupe), Iced Teal Pearl (sedan), Clover Green Pearl (coupe and sedan), Taffeta White (coupe and sedan), New Vogue Silver Metallic (hatch), Flamenco Black Pearl(hatch), Dark Amethyst Pearl (hatch), Milano Red (coupe) and Roma Red (hatch).
2000: Electron Blue Pearl (Si coupe), Iced Teal Pearl (sedan), Clover Green Pearl (coupe and sedan), Taffeta White (coupe, hatch and sedan), New Vogue Silver Metallic, Flamenco Black Pearl, Milano Red (coupe), Roma Red (hatch), Vintage Plum Pearl (sedan) and Titanium Metallic (sedan).
Facelift
In 1998 for the 1999 model year, the Civic had some updates for both the interior and exterior.These redesigns could vary according to the country of origin for the car. For example, in some European countries there was no redesign to the climate control area or to the rear of the sedan models.
The updated cars received a facelift which included a new grille, new headlights, and a new front bumper, fenders and hood and redesigned taillights. The coupe and sedans models also received a slight redesign to the bottom of the rear bumper.
On the pre-facelift sedans, the stop lights were on top of the reverse and turn lights; for the facelift version, the reverse and turn lights were on top of the stop lights.
For the coupe and hatchback the layouts remained as before; however, the rear turn signal lenses became clear/white instead of amber to match the reverse lights (the turn light bulbs themselves now were amber).
Inside, the center console had a makeover.
The sliding air system controls were replaced by rotary ones, which freed up space to accommodate an enlarged radio, which included the cassette player or Compact Disc player. Previously, the large size of the ventilation controls reduced the size of the radio, necessitating a slave cassette player or Compact Disc player at the bottom of the console.
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| J'S Racing modified |
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| EK9 with Mugen old livery is modified for track racing |
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| some badass valve covers, "red" color stands for "type R" units. |
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| some racing seats which suits these cars |
*GAUGE CLUSTERS*
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| JDM VTi EK3 |
*EK CIVIC WINGS SAMPLER (HB)*
JDM Civic EK9 Type R
Spoon Duckbill
Mugen
Jun
Bomex
Zeal
ARC
Seeker
Seeker in white compared to stock CTR
Seeker V2
First Molding
J’s Racing
Cusco
C West
Feel’s
Alex riser/tilt brackets for CTR
*EK CIVIC BUMPER LIPS SAMPLER*
*POWER&PROPULSION*
BHP (Brake Horsepower) is measured on a bench. The engine's not in the car - the "B" comes from equipment which brakes the crank to measure load. The units of BHP are poundfeet per second (lbft/s) and 1BHP = 550lbft/s.
Horsepower is measured wherever and whenever. Engine horsepower ratings are usually a backwards fudge from wheel horsepower (wheel power is always lower than engine power on the same car, due to effort required to drive powertrain/drivetrain components - gearbox and shafts). The units of horsepower are also poundfeet per second (lbft/s) and 1hp = 550lbft/s.
That pretty much covers what's been asked. However, both BHP and hp are used in the majority of the English-speaking world so, for the rest of the world...
Metric horsepower is usually named "horse power" in the European languages to which the ratings apply - and they are rarely used outside of non-English-speaking countries. There's the German PS (pferdensterke), the French ch (chevaux), the Spanish CV (Caballos de vapor), the Swedish hk (hästkraft) and a whole host of others, including pk, CP, hv, KS, k, LE, KM and I'm sure I've forgotten some. All Metric Horsepowers are rated in kilogrammetres per second (Nm/s) however they are measured and all have 1 unit equal to 75kgm/s.
Australia and New Zealand use the SI unit of Watts to measure vehicle power. There's very little to say about them - they're measured as above and have the unit of watts, which are defined as 1 Joule per second, and usually car engines are rated in kilowatts (kW). In fact almost all non-US cars use kilowatts as a power rating and their regional preferences are applied as a supplemental power rating for clarity - it's actually a law in the EU that kW is the primary measure of power and all others are supplemental only*...
1hp (550lbft/s) = 1BHP = 1.014PS (or equivalent unit) = 746W
1PS (75kgm/s) = 0.986hp = 0.986BHP = 735W
1kW = 1.34hp = 1.34BHP = 1.36PS (or equivalent unit)
The keen-eyed amongst you will note that the horsepower units are measured in units of torque (kgm or lbft) per second. This should then generate the usual arguments of which is better, torque or power, whereby someone will talk about towing a trailer as an example of why torque is king and someone else will talk about F1 cars as an example of why torque is irrelevant - and someone will inevitably say that "power is how fast you hit the wall and torque is how far you move it" - but they are directly related to each other and through gearing (gears step up/down torques, but don't affect power aside from the load of driving the gearbox) you can have lots of both.
Honda D series engine:
The Honda D engine is a family of inline 4-cylinder engines used in a variety of compact Honda models, most commonly the Honda Civic, CRX, Logo, Stream, and first-generation Integra. Its displacement ranges between 1.2 and 1.7 liters and is available in SOHC and DOHC versions; with some SOHC models equipped with VTEC. Power range started from 62 hp (46 kW) to 130 hp (97 kW). The D-series was introduced in 1984 and ended production in 2005 with the introduction of the 8th generation Honda Civic.
JDM D15B VTEC Swap into US-market 1988 CRX DX (slightly modified).
JDM D15B VTEC Swap into US-market 1988 CRX DX (slightly modified).
Although the availability of used D-series engines at low prices makes it somewhat popular among those who modify it for high performance (as well as a popular item for swapping into earlier or less powerful Civics for an instant and trouble free power upgrade), the unmodified engine won't survive quite as much power enhancement by use of such external modifications as turbochargers, superchargers, or nitrous oxide as the more powerful, somewhat more robust, and more expensive B-series in the Integra.
The Achilles heel of the D-series seems to be its connecting rods, which will withstand a power increase up to a certain point but will break if that limit is exceeded. Generally, a D-series motor can handle up to about 220 bhp (160 kW), as long as care is taken to avoid detonation through careful spark and fuel management. Of course, the connecting rods, pistons, and other internal parts can be replaced with more durable after market parts that can handle more power, but many choose to swap to a B-series motor to avoid the potential risks of engine building. In all practicality though, the B series is much more expensive to swap in than most D-series engine builds with forced induction or nitrous combined. The D-series also has the ability to swap some parts between different motors and some B-series parts as well. When employing forced induction on a D16, at a minimum the stock hypereutectic pistons should be replaced as well as the connecting rods if the commonly used "stock parts" limit of 220 hp (164 kW) is to be exceeded, although the D series crankshaft in particular has been found to reliably handle up to 600 hp (450 kW).
High compression OEM pistons are a quick way to gain power in a naturally aspirated motor. All D-series motors run the same bore (75 mm), however most factory motor variations (i.e. D16A1, D15B7, D16Y7) have used a different piston compression height as well as a different dome or dish. In general, the older D motors have a higher compression height and a larger combustion chamber which create around a 9.1:1 - 9.4:1 compression ratio from the factory. The newer variants have slightly lower compression height combined with a much smaller combustion chamber to create a compression ratio of 9.4:1 - 9.9:1. Now if you combine an older D16 motor's piston with that of a newer D16 head you can end up with a compression ratio of about 10.7:1 with no other work (i.e. D16A1 piston, D16A6 head). There are a few websites that have compression ratio calculators for Honda motors.
* D16 and D17 cranks share the same size main bearing diameters.
* D16 and D17 rods all have the same major dimensions. The D15 rod is shorter (in general) and has a smaller bearing size, although the wrist pin bore is the same.
* D15Z1 and D15B motors have a rod that is the same length as a D16. Other than the rod length, the rest of the bottom end is D15 spec (i.e. rod and crank bearings). D15B has D16 sized rod journals. D15B uses the same p28 rods that the D16z6 does. All other D15s have smaller rod journals.
* The B18A/B Rod has the same bearing bore as a D16. It is 0.044" wider, so the sides of the "big end" of the rod have to be shaved down for use in a D16/17. The wrist pin bore is larger so a conventional D15/16/17 piston can only be used if the stock "small end" bushing in the rod is replaced with one of the proper size. These affordable rods are generally considered to be able to handle up to 300 hp (220 kW).
* There is a D16 motor that runs on compressed natural gas (96-98 Civic GX). The pistons from that motor have a 12.5:1 CR. The wrist pin bore in the 98-00 D16B5 is 21 mm, like the B18B rod. D17A7 01-05 Civic GX uses 19 mm wrist pins.
* Interestingly enough, the Suzuki Vitara has a 75 mm bore as well, so engine builders have occasionally used these pistons in the D16 motor. These pistons are commonly referred to as Vitaras, and they provide an 8.5:1 compression ratio, and thicker ring lands. Lowering the stock compression ratio lowers compression heat, which raises the detonation threshold and is useful when employing forced induction. There have been reports of over 400 hp (300 kW) to the front wheels utilizing these.
Mini-Me
One of the most popular and effective methods of achieving greater power from a D-series motor is replacing the cylinder head with one from a more powerful D-series motor. This is usually done between D16A6 and D16Z6 or D16Y7 and D16Y8 engines, however, can be performed in other combinations as well; such as a D16Z6 head on a D16Y7 or D15B2/B7 block. The Z6 and Y8 heads are VTEC (Variable Valve Timing and Lift Electronic Control) equipped, and increase power significantly over stock levels. This operation is known as a "Mini Me" or partial swap. Mini Me's are popular because they offer a substantial performance upgrade by adding VTEC to the motor at a relatively low cost. Simply adding a VTEC head to a non-VTEC block will not increase power alone. This is because the VTEC circuit must be activated and accompanied by a new 'high cam' fuel map from the car's ECU.
Engine Specs
D12 Series Engines (1.2 Litre)
D12A
* Found in:
o 1986-1988 Honda Civic & City GG G-Mark Special (Japanese Market) + Displacement : 1237 cm + Bore and Stroke : 72 mm x 76 mm + Compression : 9,5 : 1 + Power, Torque : 56 kW @6500 rpm , 98 @4000 rpm + Valvetrain : SOHC, 4 valves per cylinder + Fuel Control : Single Carburetor
there are some locally distributed units that start with JHM, these are the 1200 cc EF sold in 1991. all 1000+ units were imported from Japan (SKD)
D13 Series Engines (1.3 Litre)
D13B1
* Found in:
o 1988-1991 Honda Civic DX (European Market)
+ Displacement : 1343 cm³
+ Bore and Stroke : 75 mm X 76 mm
+ Compression : 9.5:1
+ Power, Torque : n/s (Not stated in Owners Manual)
+ Valvetrain : SOHC, 4 valves per cylinder
+ Fuel Control : Single Carburetor
D13B2
* Found in:
o 1992-1995 Honda Civic DX (European Market)
+ Displacement : 1343 cm³
+ Bore and Stroke : 75 mm X 76 mm
+ Compression : 9:1
+ Power, Torque : 75 hp (56 kW) @ 5300 rpm
+ Valvetrain : SOHC, 4 valves per cylinder
+ Fuel Control : Single Carburetor
D13B4
* Found in:
o 1998-2003 Honda City EXI/DX
+ Displacement : 1300 cc
+ Bore and Stroke: 75mm x 76mm
+ Compression : 9.75:1
+ Power, Torque : 70 kW (95 HP) at 6.500 min−1
+ Valvetrain :
+ Fuel Control : Multi-point fuel Injection, PGM-FI
D13B7
* Found in:
o 1998-2001 Honda Logo 5D
+ Displacement :
+ Bore and Stroke:
+ Compression :
+ Power, Torque :
+ Valvetrain :
+ Fuel Control : Multi-point fuel Injection, PGM-FI
D13C
* Found in:
o 1989-1994 Honda City CE, CE Fit, CE Select, CG, CR-i, CR-i limited, CZ-i, New Fit (Japanese Market)
+ Displacement :
+ Bore and Stroke:
+ Compression :
+ Power, Torque :
+ Valvetrain :
+ Fuel Control :
D14 Series Engines (1.4 Litre)
D14A1
* Found in:
o 1987-1991 Honda Civic GL and 1990 CRX (European Market)
+ Displacement : 1396 cm³
+ Bore and Stroke : 75 mm X 79 mm
+ Compression : 9.3:1
+ Power, Torque : 90 hp (90 bhp) @ 6300 rpm, 112Nm @ 4500 rpm
+ Valvetrain : SOHC, 16 valves
+ Fuel Control : Dual Carburetor
D14A2
* Found in:
o 1995-1996 Honda Civic MA8 (European Market)
+ Displacement : 1396 cm³
+ Bore and Stroke : 75.0 mm X 79.0 mm
+ Compression : 9.2:1
+ Torque, Power : 117 Nm @ 5000 rpm, 66 kW @ 6100 rpm
+ Valvetrain : SOHC, 4 valves per cylinder
+ Fuel Control : Multi-point fuel Injection, PGM-FI
D14A3
* Found in:
o 1996-1999 Honda Civic EJ9 (European Market)
+ Displacement : 1396 cm³
+ Bore and Stroke : 75.0 mm X 79.0 mm
+ Compression : 9.1:1
+ Power : 75 hp (civic i)
+ Valvetrain : SOHC non VTEC 16v
+ Redline : 7200 rpm
+ Fuel Control : Multi-point fuel Injection (PGM-FI)
+ Transmission: S40
D14A4
* Found in:
o 1996-1999 Honda Civic EJ9 (European Market)
+ Displacement : 1396 cm³
+ Bore and Stroke : 75.0 mm X 79.0 mm
+ Compression : 9.2:1
+ Power : 66kW (90 hp) (civic is)
+ Valvetrain : SOHC non VTEC 16v
+ Redline : 7200 rpm
+ Fuel Control : Multi-point fuel Injection (PGM-FI)
+ Transmission: S40
The D14A3 and D14A4 engines are identical, the difference is found in the valves, this is the reason the D14A4 produces 15 hp more then the D14A3
D15 Series Engines (1.5 Liters)
D15A2
The JDM spec engine model of one of the EW series
motors, used in later years of the third-gen Civic.
D15A3
* Found in:
o 1985-1987 Honda CRX Si and 1987 Civic Si (AU/NZ)
+ Displacement : 1488 cm³
+ Bore and Stroke : 74 mm X 86.5 mm
+ Compression : 8.7:1
+ Power : 91 hp (68 kW) @ 5500 rpm & 93 ft·lbf (126 N·m) @ 4500 rpm
+ Valvetrain : SOHC, 3 valves/cylinder
+ Fuel Control : pgm-fi2
D15B
* VTEC
* Found in:
o 1991-1999 Honda Civic VTi EG4 (Japanese Market)
o 1992-1998 Honda CRX VXi EG1 (Japanese Market)
+ Displacement : 1493 cm³
+ Bore and Stroke : 75 mm X 84.5 mm
+ Rod Length : 137 mm
+ Compression : 9.6:1
+ Power : 128.22 hp (130 ps) @ 6800 rpm & 101.9 ft·lbs (14.1kg/m) @ 5200 rpm
+ Redline : 7200 rpm
+ Fuel Cut : 7411 rpm
+ Valvetrain : SOHC VTEC
+ Head Code : P08
+ Fuel Control : OBD-1 MPFI
D15B (D15Z7) (with 3 stage VTEC)
* 3-stage VTEC
* Found in:
o 1996-1999 Honda Civic VTi EK3 and Ferio Vi
+ Displacement : 1493 cm³
+ Bore and Stroke : 75 mm X 84.5 mm
+ Rod Length : 137 mm
+ Compression : 9.6:1
+ Power : 128 hp (130 ps) @ 7000 rpm & 102 lb·ft (14.2kg/m) @ 5300 rpm
+ Valvetrain : SOHC VTEC
+ Fuel Control : OBD-2 MPFI
D15B1
(Same as the D15B2 engine, but with a mild camshaft, and a restrictor plate between the throttle body and intake manifold)
* Found in:
o 1988-1991 Honda Civic Hatchback
+ Displacement : 1493 cm³
+ Bore and stroke : 75 mm X 84.5 mm
+ Compression : 9.2:1
+ Power : 71 hp (53 kW) @ 5500 rpm & 82.6 ft·lbf (112.0 N·m) @ 3000 rpm [1]
+ Valvetrain : SOHC (4 valves per cylinder)
+ Fuel Control : OBD-O DPFI
D15B2
* Found in:
o 1988-1991 Honda Civic GL/DX/LX
o 1988-1991 Honda CRX DX
o 1992-1995 Honda Civic LSi Hatch/Saloon (European Market)
o 1990-1995 Honda Concerto (European Market)
+ Displacement : 1493 cm³
+ Bore and stroke : 75 mm X 84.5 mm
+ Rod Length : 134 mm
+ Compression : 9.2:1
+ Power : 92 hp (69 kW) @ 6000 rpm & 119 Nm @ 4500 rpm
+ Valvetrain : SOHC (4 valves per cylinder)
+ Cam Gear : 38 tooth
+ Piston Code : PM3
+ Fuel Control : PGM-FI Dual Point (OBD0)
+ Redline : 6500 rpm (6000 rpm honda concerto)
D15B3
* Found in:
o 1988-1989\ Honda Civic EX
o 1988-1995 Honda Civic Shuttle GL
o 1992-1995 Honda Civic LX (NZ model)
+ Displacement : 1493 cm³
+ Bore and stroke : 75 mm X 84.5 mm
+ Compression : 9.9:1
+ Power : 95 hp (71 kW) @ 6000 rpm
+ Valvetrain : SOHC (4 valves per cylinder)
+ Cam Gear : 38 tooth
+ Fuel Control : Carburetor
D15B4
* Found in:
o 1989-1991 Honda Civic GL (Australian Market)
+ Displacement : 1493 cm³
+ Bore and stroke : 75 mm X 84.5 mm
+ Compression : 9.2:1
+ Power : 90 hp (70 kW) @ 5200 rpm & 122 Nm @ 3800 rpm
+ Valvetrain : SOHC (2-4 valves per cylinder, depending on year)
+ Fuel Control : Dual Carburetor
D15B6
* Found in:
o 1988-1991 Honda CRX HFx
+ Displacement : 1493 cm³
+ Bore and Stroke : 75 mm X 84.5 mm
+ Compression : 9.1:1
+ Power : 62 hp(88-89) 72 hp(90-91)@ 4500 & 83 ft·lbf (113 N·m) @ 2800 rpm
+ Valvetrain : SOHC (2 valves per cylinder)
+ Fuel Control : OBD-0 MPFI
+ Head Code : PM-8
D15B7
* Found in:
o 1992-1995 Honda Civic CX (Canadian model)
o 1992-1995 Honda Civic DX/LX
o 1993-1995 Honda Civic del Sol S
o 1992-1995 Honda Civic LSi Coupe (European Market)
+ Displacement : 1493 cm³
+ Bore and Stroke : 75 mm X 84.5 mm
+ Compression : 9.5:1
+ Power : 102 hp (76 kW) @ 6200 rpm & 98 ft·lbf (133 N·m) @ 3800 rpm
+ Valvetrain : SOHC (4 valves per cylinder)
+ Piston Code : PM3
+ Fuel Control : OBD-1 MPFI
+ ECU: P06
D15B8
* Found in:
o 1992-1995 Honda Civic CX (U.S. model)
+ Displacement : 1500 cm³
+ Bore and Stroke : 75 mm X 84.5 mm
+ Compression : 9.5:1
+ Power : 70 hp (52 kW) @ 4500 rpm & 83 ft·lbf (113 N·m) @ 2800 rpm
+ Valvetrain : SOHC (2 valves per cylinder)
+ Fuel Control : OBD-1 MPFI.
D15Z1
* VTEC-E
* Found in:
o 1992-1995 Honda Civic VX
o 1992-1995 Honda Civic VEi (European Market)
+ Displacement : 1493 cm³
+ Bore and Stroke : 75 mm X 84.5 mm
+ Rod Length : 137 mm
+ Compression : 9.3:1
+ Power : 90 hp (67 kW) @ 5600 rpm & 98 ft·lbf (133 N·m) @ 4800 rpm
+ Valvetrain : SOHC VTEC-E (4 valves per cylinder)
+ ECU Code : P07
+ Fuel Control : OBD-1 MPFI
D15Z4
* Found in:
o 1996-2000 Civic Exi and SA Ballade & Civic 150i
o Displacement : 1493 cm3
o Power : 90 hp (67 kW) and 105HP(82Kw) @ 5800 rpm
o Torque (lb·ft@rpm): 99 (140 N·m) @ 4200 rpm
o Valvetrain : SOHC non-VTEC 16v
D15Z6
* VTEC-e
* Found in:
o 1995-2000 Honda Civic 1.5 iLS (European Market)
+ Displacement : 1493 cm³
+ Bore and Stroke : 75 mm X 84.5 mm
+ Rod Length : 137 mm
+ Compression : 9.6:1
+ Power : 115 hp (86 kW) @ 6500 rpm
+ Torque : 100 lb·ft (141 Nm) @ 4800 rpm
+ VTEC Switchover : 2500 rpm
+ Valvetrain : SOHC VTEC-E (4 valves per cylinder)
+ Fuel Control : PGM-FI MPFI
D15Z7
* 3-stage VTEC
* Found in:
o 1996-1999 Honda Civic VTi EK3 and Ferio Vi
+ Displacement : 1493 cm³
+ Bore and Stroke : 75 mm X 84.5 mm
+ Rod Length : 137 mm
+ Compression : 9.6:1
+ Power : 128 hp (130 ps) @ 7000 rpm & 102 lb·ft (14.2kg/m) @ 5300 rpm
+ Valvetrain : SOHC VTEC
+ Fuel Control : OBD-2 MPFI
D15Z8
* VTEC-E
* Found in:
o 1997-2000 Honda Civic LS (European Market)
+ Displacement : 1493 cm³
+ Bore and Stroke : 75 mm X 84.5 mm
+ Compression : 9.6:1
+ Power : 84 kW (114 hp) @ 6500 rpm
+ Torque : 134 Nm (95 lb·ft) @ 4500 rpm
+ VTEC Switchover : 4700 rpm
+ Valvetrain : SOHC VTEC-E (4 valves per cylinder)
+ Fuel Control : OBD2 MPFI
D16 Series Engines (1.6 Liters)
D16A1
* Found in:
o 1986-89 Acura Integra (USA)
+ Displacement : 1590 cm3
+ Bore and Stroke : 75 mm X 90 mm
+ 1986-1987 Compression : 9.3:1 1988-1989 Compression : 9.5: 1
+ 1986-1987 Power : 113 hp (84 kW) @ 6250 rpm Torque : 99 ft·lbf (134 N·m) @ 5500 rpm
+ 1988-1989 Power : 118 hp (88 kW) @ 6250 rpm Torque: 101 ft·lbf (137 N·m) @ 5500 rpm
+ Valvetrain : DOHC
+ Piston Code 1986-87 : PG6
+ Piston Code 1988-89 : P29 (PM7 is ZC equivalent/same piston)
+ Fuel Control : OBD-0 MPFI
D16A3
* Found in:
o 1986-89 Acura Integra (Australia)
+ Displacement : 1590 cm³
+ Bore and Stroke : 75 mm X 90 mm
+ Compression : 9.5:1
+ Power : 118 hp (88 kW) @ 5600 rpm & 103 ft·lbf (140 N·m) @ 4800 rpm
+ Valvetrain : DOHC
+ Fuel Control : OBD-0 MPFI
D16A6
Also known as D16Z2.
* Found in:
o 1988-1991 Honda Civic Si, CRX Si, Civic Wagon RT4WD
o 1990-1991 Honda Civic EX Sedan
o 1988-1995 Honda Civic Shuttle RT4WD (UK/Europe/Asia/AU/NZ)
o 1989-1996 Rover 216/416 GSi (UK/Europe)
+ Displacement : 1590 cm³
+ Bore and Stroke : 75 mm X 90 mm
+ Rod Length : 137 mm
+ Compression : 9.1:1
+ Power : 115 hp (86 kW) @ 5600 rpm & 100 ft·lbf (140 N·m) @ 3,800 rpm, redline 7200 rpm (USA)
# Note: 1988 engines were 105 hp (78 kW)
+ Valvetrain : SOHC
+ Fuel Control : OBD-0 four-point PGM-FI
+ Head Code : PM3
+ ECU Code : PM6
D16A7
Basically a D16A6 that came without a catalytic converter, like the European version of the D16A6.ex US 4 Door
* Found in:
o 88-89 Civic models in Europe(ED4,ED7)
o 88-95 Models in South Africa
o Ballade SH4 and SR4 ( D16A7 / EE4 )
+ Displacement : 1590 cm³
+ Bore and Stroke : 75 mm X 90 mm
+ Compression : 9.6:1
+ Power : 115 hp (86 kW) @ 5900 rpm & 100 ft·lbf (140 N·m) @ 4800 rpm
+ Valvetrain : SOHC
+ Fuel Control : OBD-0 Multi-point PGM-FI
D16A8
* Found in:
o 1988-1995 Civic/CRX/Concerto (UK/Europe/Australia)
o 1990-1995 Rover 216/416 GTi(UK/Europe)
o 1990-1995 Rover 216 Coupe (Europe)
+ Displacement : 1590 cm³
+ Bore and Stroke : 75 mm X 90 mm
+ Compression : 9.5:1
+ Power : 122 hp (91 kW) @ 6800 rpm & 108 ft·lbf (146 N·m) @ 5900 rpm
+ Valvetrain : DOHC
+ Fuel Control : OBD-0 MPFI
+ ECU Code: PP5
D16A9
(Same as D16A8 but without a catalytic converter)
* Found in:
o 1988-1991 Concerto (UK/Europe)
o 1988-1991 CRX 1.6i-16(UK/Europe/South Africa)
o 1988-1991 Civic 1.6i-16(UK/Europe/South Africa)
o 1989-1996 Rover 216/416 GTi (UK/Europe)
o 1992-1995 Civic Si (Peruvian version)
+ Displacement : 1590 cm³
+ Bore and Stroke : 75 mm X 90 mm
+ Compression : 9.5:1
+ Power : 130 hp (97 kW) @ 6.800 rpm & 108 ft·lbf (146 N·m) @ 5.900 rpm
+ Valvetrain : DOHC 16v
+ Redline: 7.200 rpm
+ Limit: 7.500 rpm
+ Fuel Control : OBD-0 MPFI (92-95 OBD-1)
+ ECU Code: PM7 (92-95 P29)
+ GearBox : L3 Cable type (92- 95 S20)
D16B5
(Identical to the D16Y5. Main differences are Pistons, Rods, Camshaft, Head Gasket, Intake Manifold, and Exhaust Manifold are PDN rather than P2M)
* Found in:
o 1998-2000 Honda Civic GX
+ Displacement : 1590 cm³
+ Bore and Stroke : 75 mm X 90 mm
+ Rod Length : 137 mm
+ Compression : 12.5:1
+ Combustion Chamber Volume : 32.8 cc per cylinder
+ Valvetrain : SOHC VTEC-E
+ Fuel Control : OBD-2 MPFI
+ ECU Code: PDN-A02
D16W7
* Vtec-E
* Found in:
o 2005-2007 Honda Civic Vti-L/ Vti (Asia)
+ Displacement:1590 cm3
+ Compression : 10.9:1
+ Power : 115hp 5600 rpm & 152Nm 4300rpm
+ Valvetrain : SOHC
+ Redline 6100 rpm
+ Limit 6200 rpm
+ Fuel Control : OBD-1 MPFI
+ ECU Code: PM12
* Also found in 2001-2005 Honda Civic (Europe)
o Same as above, except:
o Power: 110hp (81kW) @ 5600 rpm & 152 Nm @ 4300 rpm
o Redline 6100 rpm
o Limit 6200 rpm
D16Y3
* Found in:
o 1995-1997 Honda Civic MB1 LS (UK/Europe)
+ Displacement : 1590 cm³
+ Power :83 kW /115 HP @ 6800 rpm, redline 7000 rpm
+ Valvetrain : SOHC,16 valves
D16Y4
* Found in:
o 1996-2000 EK1 Civic CXi,GL,GLi (Australia)
o 1998 EK4 Civic ES (Turkey)
+ Displacement: 1590
+ Power: 83Kw (115hp)
+ Vavletrain: SOHC
D16Y5
* VTEC-E
* Found in:
o 1996-2000 Honda Civic HX
o 1996 Honda Civic EX(sedan Peruvian version)
+ Displacement : 1590 cm³
+ Bore and Stroke : 75 mm X 90 mm
+ Rod Length : 137 mm
+ Compression : 9.4:1
+ Power : 115 hp (86 kW)@ 5600 rpm & 104 ft·lbf (141 N·m) @ 4500 rpm
+ Valvetrain : SOHC VTEC-E
+ Fuel Control : OBD-2 MPFI
+ Head Code : P2J
o 1996-2000 VTi (Phils. & NZ)
+ Displacement : 1590 cm³
+ Bore and Stroke : 75 mm X 90 mm
+ Compression :
+ Power : 127 hp (95 kW)@ 5800 rpm
+ Valvetrain : SOHC VTEC-E
+ Fuel Control : OBD-2 MPFI
+ Head Code : P2J
+ ECU Code : P2M
+ Piston Code : P2MY
D16Y7
* Found in:
o 1996-2000 Honda Civic DX/VP/LX/CX hatchback
o 1999-2000 Honda Civic Special Edition - SE(Canada)
o 1996-97 Honda del Sol S
+ Displacement : 1593 cm³
+ Bore and Stroke : 75 mm X 90 mm
+ Compression : 9.4:1
+ Power : 106 hp (79 kW) @ 6400 rpm
+ Torque (lb·ft@rpm): 103 @ 4,600 rpm
+ RPM Redline : 6800 rpm 7200 gov. kicks in
+ Valvetrain : SOHC 16 valves
+ Fuel Control : OBD2 MPFI
+ Head Code : P2F
+ Piston Code : P2E
+ ECU Code : P2E
D16Y8
VTEC
Also available in New Zealand under the code D16Y6
* Found in
o 1999-2000 Honda Civic SE 1.6 Vtec (UK)
o 1997-1998 Honda Civic EX Sedan
o 1996-1998 Honda Civic EX Coupe
o 1996-2000 Honda Civic EX (US)
o 1996-2000 Honda Civic SI (Canada Only)
o 1997-2000 Acura 1.6EL (Canada Only)
o 1996-1997 Honda del Sol Si
+ Displacement : 1590 cm³
+ Bore and Stroke : 75 mm X 90 mm
+ Compression : 9.6:1
+ D16Y8 1.6 16V SOHC VTEC PGM-FI 1590
+ 127 hp@6600 rpm 108tq@5500 rpm
+ Head Code : P2J
+ Piston Code : P2P
+ Redline 6900 rpm
+ ECU Code : P2P
D16Y9
non vtec
* Found in:
o 1996-2000 Honda Ballade,Venezuela and Civic in South Africa
+ Displacement : 1590 cm³
+ Bore and Stroke : 75 mm X 90 mm
+ Compression : 9.2:1
+ Power, Torque : {{Auto hp106 / 89kw} @ 5900 rpm 146nM @ 4000 rpm
+ Valvetrain : SOHC, 4 valves per cylinder non - VTEC
+ Fuel Control : OBD2A MPFI
D16Z5
(Basically the same engine as the D16A9, but now with a catalytic converter and lambda sensor)
* Found in:
o 1988-1992 Honda CRX (European Market)
+ Displacement : 1590 cm³
+ Bore and Stroke : 75 mm X 90 mm
+ Compression : 9.5:1
+ Power : 124 hp (92 kW) @ 6800 rpm
+ Valvetrain : DOHC
+ Cam Gear : 34 tooth
+ Fuel Control : OBD-0 PGM-FI
+ Head Code : P7
+ Piston Code : PM7
+ ECU Code: PM7
D16Z6
* Found in
o 1991-1992 Honda civic si
o 1992-1995 Honda Civic EX, EX-V and SI
o 1992-1995 Honda Civic ESi (European Market)
o 1993-1995 Honda Del Sol Si (US)
o 1993-1995 Honda Del Sol ESi (European)
+ Displacement : 1590 cm³
+ Bore and Stroke : 75 mm X 90 mm
+ Compression : 9.2:1
+ Power : 125 hp (93 kW) @ 6600 rpm & 106 ft·lbf (144 N·m) @ 5200 rpm
+ Redline : 7300 rpm
+ Fuel Cut : 7411 rpm
+ Valvetrain : SOHC VTEC
+ Fuel Control : OBD-1 MPFI
+ Head Code : P08
+ ECU Code : P28
D16Z9
* Found in:
o 1994-1995 Civic Coupe (EJ1) 1.6i Esi European
+ Displacement : 1590 cm³
+ Bore and Stroke : 75 mm X 90 mm
+ Compression : 9.2:1
+ Power : 125 hp (93 kW) @ 6600 rpm & 106 ft·lbf (144 N·m) @ 5200 rpm
+ Redline : 7200 rpm
+ Fuel Cut : 7500 rpm
+ Valvetrain : SOHC VTEC
+ Fuel Control : OBD-1 MPFI
+ ECU Code : P28
D17 Series Engines (1.7 Liters)
D17A 2001-2005 (Japan) honda civic Displacement : 1668 cm³ bore and stroke n/a valve ttain : Sohc Vtec power: 115hp,lean burn,130 hp please find more info, there is also a D15B Vtec from this family with coils
D17A1
* Found in:
o 2001-2005 Honda Civic DX/LX/VP
+ Displacement : 1668 cm³
+ Bore and Stroke : 75 mm X 94.4 mm
+ Compression : 9.5:1
+ Power : 115 hp (86 kW) @ 6100 rpm & 110 ft·lbf (150 N·m) @ 4500 rpm
+ Valvetrain : SOHC
+ Fuel Control : OBD-2 MPFI
D17A2
* SOHC VTEC-E
* Found in:
o 2001-2005 Honda Civic EX
o 2001-2005 Honda Civic LX (Europe)
o 2001-2005 Honda Civic Si (Canada only)
o 2001-2005 Acura 1.7 EL (Canada only)
+ Displacement : 1668 cm³
+ Bore and Stroke : 74.98 mm X 94.4 mm
+ Compression : 9.9:1
+ Power : 127 hp (95 kW) @ 5800 rpm & 114 ft·lbf (155 N·m) @ 4800 rpm
+ Valvetrain : SOHC VTEC-E (Single Cam)
+ Fuel Control : OBD-2 MPFI
D17A5
* SOHC VTEC
* Found in :
o 2000-2005 HONDA CIVIC & CIVIC FERIO (JAPAN)
o 2004-2005 HONDA CIVIC VTi & VTi-S (INDONESIA), EX (Brazil)
o 2004-2005 HONDA STREAM (INDONESIA)
+ DISPLACEMENT : 1668 cm³
+ BORE N STROKE : 74.98 mm X 94.4 mm
+ COMPRESSION RATIO : 9.5:1
+ POWER : 0 hp (0 kW) @6500 rpm & 0 NM @ 4500 rpm
D17A6
* VTEC-E
* Found in:
o 2001-2005 Honda Civic HX
+ Displacement : 1668 cm³
+ Bore and Stroke : 75 mm X 94.4 mm
+ Compression : 9.5:1
+ Power : 125 hp (93 kW) @ 5800 rpm & 111 ft·lbf (150 N·m) @ 3800 rpm
+ Valvetrain : SOHC VTEC-Ec
+ Fuel Control : OBD-2 MPFI
D17A7
* Found in:
o 2001-2005 Honda Civic GX
o Uses CNG (Compressed Natural Gas)
+ Displacement : 1668 cm³
+ Bore and Stroke : 75 mm X 94.4 mm
+ Compression : 12.5:1
+ Power : 100 @ 6100 rpm & 98 ft·lbf (133 N·m) @ 4000 rpm
+ Valvetrain : SOHC
+ Fuel Control : OBD-2 MPFI
ZC
(similar to D15Z4, D16Z6, D16A1, D16A3, D16A6, D16A8, D16A9 and D16Z5 engines)
A few D-series variants are labelled "ZC" (usually JDM), but they are not truly a different series.
There are both SOHC and DOHC ZC engines.
The non-VTEC SOHC ZC is similar to the D15Z4 and D16A6 engine, but with more aggressive cam timing.
The VTEC SOHC ZC is identical to the D16Z6, and the DOHC ZC is similar to the D16A1, D16A3, D16A8, D16A9 and D16Z5 engines.
DOHC ZC
*Found in 1988-91 (JDM) Crx si
* Displacement : 1590 cm³
* Bore and Stroke : 75 mm X 90 mm
* 1986-1987 Compression : 9.3:1 1988-1989 Compression : 9.5: 1
* 1986-1987 Power : 113 hp (84 kW) @ 6250 rpm Torque : 99 ft·lbf (134 N·m) @ 5500rpm (US)
* 1988-1989 Power : 118 hp (88 kW) @ 6250 rpm Torque: 101 ft·lbf (137 N·m) @ 5500rpm (US)
* 1988-1991 Power : 130 bhp (97 kW) @ 6800 rpm Torque : 106 @ 5700 (JDM)
* Valvetrain : DOHC
* Piston Code 1986-87 : PG6
* Piston Code 1988-89 : PM7
* Fuel Control : OBD-0 MPFI
Euro Mk1 (85-87) 1.6 CRX's are fitted with an engine designated "ZC1" which is a higher spec 130 bhp (97 kW) version of the D16a1. Which were later to be switched out with the D16A8 or B16A depending on which model.
*
o 1st Gen ZC
Identified by: External coil, small dizzy, dual butterfly TB, cam cover bolts on top, brown/gold cam cover. Large cam pullys. +3cc PG6B pistons, non-pent roof combustion chamber. As a ZC it appeared in JDM AV integra Si and JDM E-AT civic/crx Si. Commonly produced at the time but now over 20 years old and getting harder to find. D-series version D16a1 86-87
*
o 2nd Gen ZC (rarest)
Identified by: Internal coil, large dizzy, single butterfly TB mounted on slight angle forward, bolts on top of cam cover, black cam cover, large cam pullies. +7cc PM7 pistons, 43cc Pent roof combustion chamber. As a ZC appeared in JDM facelift AV bodied integra Si did not appear in civic or CRX, rarest ZC only produced for less than one year. D-series version D16a1 88 - 89 (sometimes +7cc P29 pistons)
*
o 3rd Gen ZC
Identified by: Internal coil, large dizzy, single butterfly TB. Black cam cover. Cam cover bolts on the sides. Small cam pullies. Inlet Manifold stamped PM7. +7cc PM7 pistons, 43cc Pent roof combustion chamber. As a ZC appeared in JDM EF3 civic and EF7 crx, did not appear in an integra body. Most commonly produced ZC, manufactured in Japan from end of 87 through to early '91 D-series version D16a8/9 (euro civic Si) (sometimes +7cc P29 pistons
*
o 4th Gen ZC
Identified by: Internal coil. OBD1 efi system (grey plug). No cam angle sensor on exhaust cam, now located in Dizzy. Rubber plug where cam angle sensor would mount. Black cam cover. No PGM-EFi plate on the inlet manifold, replaced with three ribs instead. P29 stamped on inlet manifold. MAP sensor on TB. +7cc PM7 pistons, pent roof combustion chamber. As a ZC only appeared in EG5 civic bodies, no integra or CRX received this engine. Reasonably common produced from 92 to 94. (20th Anniversary edition & Japanese car of the year) D-series version D16a8/9 (Euro & Australia civic Si & NZ civic Gti) (sometimes +7cc P29 pistons)
*CONNECTORS/PLUGS/WIRES/PINS*
*JDM VIN (frame number) IDENTIFICATION*
Japanese carmakers do not use a Vehicle Identification Number as is common overseas. Instead, Japan uses a Frame Number—nine to twelve alphanumeric characters identifying model and serial number. For example, Frame Number SV30-0169266 breaks down as "V30" identifying the model as Toyota Camry/Vista x30; "S" identifying the engine (4S-FE), and "0169266" being the serial number of the vehicle. Vehicle make is not identified but slight number variations can identify the carmaker, i.e. Toyota usually uses seven digits for its serial numbers while Nissan uses six. Because a frame number contains far less information than a VIN, JDM vehicles also use a Model Code. As an example, SV30-BTPNK breaks down as "SV30", which means the same as above, and "BTPNK" which designates a set of features incorporated in the vehicle.
well.. the VIN for an EK9 will most probably start like so:
JHMEK93
j = japan
h = honda
m = passenger vehicle made in japan
ek9 = chassis code
3 = 3dr hatch, manual
after that comes the grade. I have a feeling it might be 9, but I'm not sure what grade the TypeR is.
next digit is the check digit, so it can be anything.
next one up is the model year:
T = 1996, V = 1997, W = 1998, X = 1999, Y = 2000
after that it's the assembly plant. The Japanese plants are as follows:
S = suzuka, T = tochigi, C = sayama
the last 6 digits are the production sequence numbers.
Pre-facelift EK9 start at -100 ...
Facelift EK9 start at -110 ...
RX EK9 start at -120 ...
*ENGINE MOUNTS*
Aftermarket engine mounts may differ, so make sure before you buy a kit for your car!
Bellow we can see the big difference between the Hasport left engine mount 3-bolt style on the left,
and a 2-bolt style on the right.
*PARTS WEIGHT*
This is List of OEM and aftermarket car parts you won't find anywhere else!
Please note, that all measurements was 100% accurate, no mistakes and no bubbling shit you can find on the forums, these measurements was operated by me!
- Rota J-SPL: 15x6,5 4x100 et37 = 5,6 kg
- WedsSport SA90: 15x7 4x100 et38 = 6,6 kg
- Buddyclub P1 Racing 1.gen: 15x7 4x100 et40 = 6,5 kg
- Rays Volk RE30 15x6.5 et38 = 4,5 kg
- Rays G-Games 99B 19x8.5 5x114,3 et40 = 9,8 kg
- Rays G-Games 99B 19x9.5 5x114,3 et40 = 10 kg
- Rays Gram Lights 57CR 19x8.5 5x114,3 et35 = 9,7 kg
- Rays Gram Lights 57CR 19x10.5 5x114,3 et35 = 10,6 kg
- Enkei EVO-VIII 17x8 5x114,3 et =
- Honda EP3 17x7 5x114,3 et =
- Supra A80 front 17x8 5x114,3 et50 = 11,2 kg
- Supra A80 rear 17x9.5 5x114,3 et40 = 12 kg
- MSW Monza by OZ: 15x7 4x100 et37 = 7,2 kg
- Cusco rear strut bar Type OS: (aluminum) = 1,2 kg
- Spoon front strut bar: (aluminum) = 1 kg
- SPATS c-pillar bar (aluminum) = 1,1 kg
- SPATS b-pillar bar floor bar (aluminum) = 1 kg
- Function7 LCA (aluminum) = 0,95 kg
- HOP USDM Coupe mirror: manual, non-heated (plastic) = 0,8 kg
- HOP JDM EK9 mirror: no power folding, no heated(plastic) = 1,3 kg
- HOP JDM EK9 wing: with baselate (plastic) = 5 kg
- HOP EK4 wing (Skunkworks Customs STS) = 2,5 kg
- HOP EK4 wing with brake light panel = 3,2 kg
- Hasport billet engine mount "up left" with bracket EG6/DC2 (aluminum) = 1,9 kg
- HOP Ferio rear door handle (plastic) = 0,1 kg
- HOP middle floor gusset "right"(iron) = 3,3 kg
- HOP middle floor gusset "left"(iron) = 3,3 kg
- HOP middle floor gusset "middle" (iron) = 3,3 kg
- HOP upper engine mount bracket "left" = 0,5 kg
- HOP upper engine mount "left" = 1,7 kg
- Hasport upper engine mount bracket = 0,9 kg
- Hasport upper engine mount 3-bolt style "left" = 1 kg
- Hasport upper engine mount 2-bolt style "left" = 0,9 kg
- Spoon Twin-block caliper = 2,3 kg
- EK4 or FL EJ9 front caliper = 3,7 kg
- Supra A80 4-pot front brake caliper =6,2 kg
- Supra A80 2-pot front brake caliper = 6,7 kg
- RECARO SR-2 Le Mans Confetti =
- RECARO SR-3 DC2/EK9 =13,7 kg
- RECARO SR-4 Wildcat = kg
- Dunlop Sport Maxx Race 285/30R19 = 11,9 kg
- Supra A80 stock SMIC = 4,3 kg
- Supra A80 GW 2-row upgraded SMIC = 7,5kg
- Tomei Ti Expreme A80 "3.5" midpipe 3,6 kg
- stock VVTI A80 2.nd cat midpipe 6.2 kg
- GW Ti VVTI A80 1.st decat pipe= 1.7 kg
- stock VVTI A80 1.st cat= 4 kg
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