Is the jdm d15b vtec head is the same as in a d16z6?
11-13-2006, 03:24 PM
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Re: Is the jdm d15b vtec head is the same as in a d16z6? (Timberland237)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Timberland237 »</TD></TR><TR><TD CLASS="quote">from what i've learned they are pretty much the same thing 
</TD></TR></TABLE>
anyone else?
</TD></TR></TABLE>anyone else?
11-13-2006, 03:54 PM
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Re: Is the jdm d15b vtec head is the same as in a d16z6? (HTn00b)
here are some pics to make you lean more towards what i have said to you since it looks like you don't believe me
D16Z6 head
D15B Head
D16Z6 head
D15B Head
11-13-2006, 05:08 PM
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Re: Is the jdm d15b vtec head is the same as in a d16z6? (Timberland237)
Wow that was a shitload of misssinformation. NO they are not the same. The JDM D15B has 3 stage Vtec, while the Z6 has normal vtec. The JDM D15B opperates on 12 valves up till 3k rpm, then from 3k rpm to 6k rpm it opperates like any other D series. From 6k rpm and up untill redline, Vtec is engaged, also like any other Vtec D series. The negine makes 130hp, and it makes pretty good pwer throughout the powerband.
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11-13-2006, 05:57 PM
#8
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Re: Is the jdm d15b vtec head is the same as in a d16z6? (turnsignalandy)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by turnsignalandy »</TD></TR><TR><TD CLASS="quote">Wow that was a shitload of misssinformation. NO they are not the same. The JDM D15B has 3 stage Vtec, while the Z6 has normal vtec. The JDM D15B opperates on 12 valves up till 3k rpm, then from 3k rpm to 6k rpm it opperates like any other D series. From 6k rpm and up untill redline, Vtec is engaged, also like any other Vtec D series. The negine makes 130hp, and it makes pretty good pwer throughout the powerband. </TD></TR></TABLE>
all OBD1 d15b vtec heads are a P28 cast (same as the d16z6), only differance lies in the camshaft itself, very easily identified by the wider cam lobe than that of the USDM version. the actual camshaft specs have yet to be determined by anyone with a brain, or anyone willing to share the info. its just thought that the JDM counterpart is more aggressive because everything in JDMland is better.
all OBD1 d15b vtec heads are a P28 cast (same as the d16z6), only differance lies in the camshaft itself, very easily identified by the wider cam lobe than that of the USDM version. the actual camshaft specs have yet to be determined by anyone with a brain, or anyone willing to share the info. its just thought that the JDM counterpart is more aggressive because everything in JDMland is better.
11-13-2006, 06:00 PM
#9
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Re: Is the jdm d15b vtec head is the same as in a d16z6? (schardbody)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by schardbody »</TD></TR><TR><TD CLASS="quote">all OBD1 d15b vtec heads are a P28 cast (same as the d16z6), only differance lies in the camshaft itself, very easily identified by the wider cam lobe than that of the USDM version. the actual camshaft specs have yet to be determined by anyone with a brain, or anyone willing to share the info. its just thought that the JDM counterpart is more aggressive because everything in JDMland is better.</TD></TR></TABLE>
yep. as far as I'm concerned, when I'm selling a D15B head, I'm gonna say that it has a more aggressive cam.
And when I'm buying one I'm gonna say that it's the same.
Only one of the above is correct and nobody knows the answer
yep. as far as I'm concerned, when I'm selling a D15B head, I'm gonna say that it has a more aggressive cam.
And when I'm buying one I'm gonna say that it's the same.
Only one of the above is correct and nobody knows the answer
11-13-2006, 06:03 PM
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Re: Is the jdm d15b vtec head is the same as in a d16z6? (Bense)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Bense »</TD></TR><TR><TD CLASS="quote">yep. as far as I'm concerned, when I'm selling a D15B head, I'm gonna say that it has a more aggressive cam.
And when I'm buying one I'm gonna say that it's the same.
Only one of the above is correct and nobody knows the answer</TD></TR></TABLE>
bones does, supposedly, but hes not telling. im with you on the buying/selling thing.
And when I'm buying one I'm gonna say that it's the same.
Only one of the above is correct and nobody knows the answer
</TD></TR></TABLE>bones does, supposedly, but hes not telling. im with you on the buying/selling thing.
11-13-2006, 06:09 PM
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Re: Is the jdm d15b vtec head is the same as in a d16z6? (schardbody)
The 3-stage VTEC D15B represents the pinnacle of development on the D15B engine. From the same configuration as the previous generation VTEC D15B; 1493cc SOHC PGM-Fi but now with the 3-stage VTEC system; it generates the same 130ps at a higher 7000rpm with a max torque of 14.2kgm at 5300rpm. The amazing thing is that now it also offers an incredible 30km/l mileage ! In the flesh, the 3-stage VTEC D15B is a sleeper. The valve cover does not have any 'VTEC' wording and only the sharp eyed will recognize the engine as VTEC by noting the VTEC switches (yes, two of them) located on top of the intake runners and the high 7200rpm red-line of the tach. The 3-stage VTEC engine runs in 12-valve mode up to around 3000rpm. In this range, running in ideal conditions will activate the 'lean-burn' mode, where air-fuel ratios as high as 20:1 can be used to take advantage of the intake swirl induced by the 12-valve operation. This lean-burn mode is what makes the 30km/l mileage (for constant 60kmh speed) possible. A green 'ECONO' LED lights up on the dash when lean-burn mode is engaged.
From around 3000rpm up to about 6000rpm, the first VTEC actuator switch engages and the previously inactive intake valve now goes into operation. The engine now runs in 16-valve mode behaves just like any of Honda's highly spec'ed 16valve PGM-Fi engines. After 6000rpm the second VTEC actuator switch engages the wild cam/rocker arm pair for the intake valves. This switches the engine into the wild-cam mode where it goes bonkers delivering 130ps at 7000rpm. With the proper driving style, one can actually enjoy mileage as high as 16 or 18km/l in town driving while at the same time frequently indulging in VTEC-inspired sprints to overtake slower vehicles.
Used with the Multimatic transmission, the EK3 can frequently shock vehicles with larger capacity engines, literally leaving the arrogant tail-gaters for dead when accelerating from medium speeds. When WOT is engaged, engine revs immediately shoots up, with Multimatic maintaining the appropriate gear ratio to keep the car at about the same speed. When engine revs finally peaks at 7200rpm, Multimatic would have engaged the highest possible gear ratio for the speed the car is travelling at. 7200rpm is now maintained as the car picks up speed and it is the gear ratio which will be continously varied according to the car's speed. Thus Multimatic guarantees the highest possible acceleration from any suitable starting speed (typically from 50kmh onwards) and maintains this condition right up to the car's artificial, soft speed limiter at around 180kph.
this was posted by Temple of VTEC Asia
full article https://honda-tech.com/zerothread?id=1773900
From around 3000rpm up to about 6000rpm, the first VTEC actuator switch engages and the previously inactive intake valve now goes into operation. The engine now runs in 16-valve mode behaves just like any of Honda's highly spec'ed 16valve PGM-Fi engines. After 6000rpm the second VTEC actuator switch engages the wild cam/rocker arm pair for the intake valves. This switches the engine into the wild-cam mode where it goes bonkers delivering 130ps at 7000rpm. With the proper driving style, one can actually enjoy mileage as high as 16 or 18km/l in town driving while at the same time frequently indulging in VTEC-inspired sprints to overtake slower vehicles.
Used with the Multimatic transmission, the EK3 can frequently shock vehicles with larger capacity engines, literally leaving the arrogant tail-gaters for dead when accelerating from medium speeds. When WOT is engaged, engine revs immediately shoots up, with Multimatic maintaining the appropriate gear ratio to keep the car at about the same speed. When engine revs finally peaks at 7200rpm, Multimatic would have engaged the highest possible gear ratio for the speed the car is travelling at. 7200rpm is now maintained as the car picks up speed and it is the gear ratio which will be continously varied according to the car's speed. Thus Multimatic guarantees the highest possible acceleration from any suitable starting speed (typically from 50kmh onwards) and maintains this condition right up to the car's artificial, soft speed limiter at around 180kph.
this was posted by Temple of VTEC Asia
full article https://honda-tech.com/zerothread?id=1773900
11-13-2006, 06:12 PM
#13
Honda-Tech Member
Re: Is the jdm d15b vtec head is the same as in a d16z6? (turnsignalandy)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by turnsignalandy »</TD></TR><TR><TD CLASS="quote">The 3-stage VTEC D15B represents the pinnacle of development on the D15B engine. From the same configuration as the previous generation VTEC D15B; 1493cc SOHC PGM-Fi but now with the 3-stage VTEC system; it generates the same 130ps at a higher 7000rpm with a max torque of 14.2kgm at 5300rpm. The amazing thing is that now it also offers an incredible 30km/l mileage ! In the flesh, the 3-stage VTEC D15B is a sleeper. The valve cover does not have any 'VTEC' wording and only the sharp eyed will recognize the engine as VTEC by noting the VTEC switches (yes, two of them) located on top of the intake runners and the high 7200rpm red-line of the tach. The 3-stage VTEC engine runs in 12-valve mode up to around 3000rpm. In this range, running in ideal conditions will activate the 'lean-burn' mode, where air-fuel ratios as high as 20:1 can be used to take advantage of the intake swirl induced by the 12-valve operation. This lean-burn mode is what makes the 30km/l mileage (for constant 60kmh speed) possible. A green 'ECONO' LED lights up on the dash when lean-burn mode is engaged.
From around 3000rpm up to about 6000rpm, the first VTEC actuator switch engages and the previously inactive intake valve now goes into operation. The engine now runs in 16-valve mode behaves just like any of Honda's highly spec'ed 16valve PGM-Fi engines. After 6000rpm the second VTEC actuator switch engages the wild cam/rocker arm pair for the intake valves. This switches the engine into the wild-cam mode where it goes bonkers delivering 130ps at 7000rpm. With the proper driving style, one can actually enjoy mileage as high as 16 or 18km/l in town driving while at the same time frequently indulging in VTEC-inspired sprints to overtake slower vehicles.
Used with the Multimatic transmission, the EK3 can frequently shock vehicles with larger capacity engines, literally leaving the arrogant tail-gaters for dead when accelerating from medium speeds. When WOT is engaged, engine revs immediately shoots up, with Multimatic maintaining the appropriate gear ratio to keep the car at about the same speed. When engine revs finally peaks at 7200rpm, Multimatic would have engaged the highest possible gear ratio for the speed the car is travelling at. 7200rpm is now maintained as the car picks up speed and it is the gear ratio which will be continously varied according to the car's speed. Thus Multimatic guarantees the highest possible acceleration from any suitable starting speed (typically from 50kmh onwards) and maintains this condition right up to the car's artificial, soft speed limiter at around 180kph.
this was posted by Temple of VTEC Asia
full article https://honda-tech.com/zerothread?id=1773900</TD></TR></TABLE>
that article is referring to the 96+ JDm d15b 3stage vtec. the OP's answer was given already.
From around 3000rpm up to about 6000rpm, the first VTEC actuator switch engages and the previously inactive intake valve now goes into operation. The engine now runs in 16-valve mode behaves just like any of Honda's highly spec'ed 16valve PGM-Fi engines. After 6000rpm the second VTEC actuator switch engages the wild cam/rocker arm pair for the intake valves. This switches the engine into the wild-cam mode where it goes bonkers delivering 130ps at 7000rpm. With the proper driving style, one can actually enjoy mileage as high as 16 or 18km/l in town driving while at the same time frequently indulging in VTEC-inspired sprints to overtake slower vehicles.
Used with the Multimatic transmission, the EK3 can frequently shock vehicles with larger capacity engines, literally leaving the arrogant tail-gaters for dead when accelerating from medium speeds. When WOT is engaged, engine revs immediately shoots up, with Multimatic maintaining the appropriate gear ratio to keep the car at about the same speed. When engine revs finally peaks at 7200rpm, Multimatic would have engaged the highest possible gear ratio for the speed the car is travelling at. 7200rpm is now maintained as the car picks up speed and it is the gear ratio which will be continously varied according to the car's speed. Thus Multimatic guarantees the highest possible acceleration from any suitable starting speed (typically from 50kmh onwards) and maintains this condition right up to the car's artificial, soft speed limiter at around 180kph.
this was posted by Temple of VTEC Asia
full article https://honda-tech.com/zerothread?id=1773900</TD></TR></TABLE>
that article is referring to the 96+ JDm d15b 3stage vtec. the OP's answer was given already.
11-13-2006, 06:51 PM
#14
be professional
Re: Is the jdm d15b vtec head is the same as in a d16z6? (turnsignalandy)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by turnsignalandy »</TD></TR><TR><TD CLASS="quote">Wow that was a shitload of misssinformation. NO they are not the same. The JDM D15B has 3 stage Vtec, while the Z6 has normal vtec.</TD></TR></TABLE>
Umm, only the '96+ D15Bs have 3-stage VTEC, and their head casting is P2J (same as D16Y series). '92-95 VTEC D15B heads are identical to the D16Z6/SOHC VTEC ZC head (both are P08 casting) other than perhaps the camshaft (specifications have not yet been confirmed).
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote »</TD></TR><TR><TD CLASS="quote">The negine makes 130hp</TD></TR></TABLE>
No, it doesn't. It makes 130ps, which is 128hp.
Umm, only the '96+ D15Bs have 3-stage VTEC, and their head casting is P2J (same as D16Y series). '92-95 VTEC D15B heads are identical to the D16Z6/SOHC VTEC ZC head (both are P08 casting) other than perhaps the camshaft (specifications have not yet been confirmed).
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote »</TD></TR><TR><TD CLASS="quote">The negine makes 130hp</TD></TR></TABLE>
No, it doesn't. It makes 130ps, which is 128hp.
11-14-2006, 06:40 AM
#15
Go Tigers!
Re: Is the jdm d15b vtec head is the same as in a d16z6? (Targa250R)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Targa250R »</TD></TR><TR><TD CLASS="quote">Umm, only the '96+ D15Bs have 3-stage VTEC, and their head casting is P2J (same as D16Y series). '92-95 VTEC D15B heads are identical to the D16Z6/SOHC VTEC ZC head (both are P08 casting) other than perhaps the camshaft (specifications have not yet been confirmed).
No, it doesn't. It makes 130ps, which is 128hp.</TD></TR></TABLE>
that is exactly correct. my buddies z6 head said p08 on it and it confused me at first.
No, it doesn't. It makes 130ps, which is 128hp.</TD></TR></TABLE>
that is exactly correct. my buddies z6 head said p08 on it and it confused me at first.
11-14-2006, 08:40 AM
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Re: Is the jdm d15b vtec head is the same as in a d16z6? (turnsignalandy)
i just said that the heads were the same, since obviously they are just the cams are different so...
11-14-2006, 09:39 AM
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Re: Is the jdm d15b vtec head is the same as in a d16z6? (Targa250R)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Targa250R »</TD></TR><TR><TD CLASS="quote">Umm, only the '96+ D15Bs have 3-stage VTEC, and their head casting is P2J (same as D16Y series). '92-95 VTEC D15B heads are identical to the D16Z6/SOHC VTEC ZC head (both are P08 casting) other than perhaps the camshaft (specifications have not yet been confirmed).</TD></TR></TABLE>
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