JDM D15 Info!
05-17-2003, 06:47 AM
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JDM D15 Info!
I have searched through every topic, I plan on purchasing this for my 90 DX hatch. Does anyone know where to get some info, like what years / models for certain parts (timing, water pump, dizzy, plugs, all the basic stuff) Please help me!
05-22-2003, 11:38 AM
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05-24-2003, 05:00 PM
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Re: (nextelbuddy)
The D15B engine
In the mid 1980s, Honda's top engine in the Civic was the DOHC ZC delivering 130ps and redlining at a high 7200rpm. This engine powered the top Honda Civic models; the EF6 & EF7 Civic/CRX Si. In 1989, Honda invented VTEC, implementing it first in the DA6 Integra RSi & XSi in April and followed by the EF8/EF9 CRX/Civic SiR towards the end of that year. Honda continuously refined VTEC and migrated it to other engines and one of the first benefactors was the D15B.
The D15B has always been in the shadow of its larger, more powerful 1.6l brothers. When the DOHC ZC was the top engine, the D15B came in both single and double carb'ed SOHC versions, the dual-carb version delivering as high as 105ps in the CRX 15X. When VTEC became available, two versions of VTEC D15Bs were developed for the EG-series (1991-1995) Civic. One is the well-knowned VTEC-E which delivered an incredible 20+km/l mileage. The other is the VTEC D15B, a power implementation. The VTEC D15B is a very significant engine variant because Honda used VTEC to make it possible to generate as much power as a DOHC design from its SOHC configuration. Thus the VTEC-D15B generates 130ps and redlines at 7200rpm, ably replacing the DOHC ZC design despite having 100cc less displacement and one cam-shaft less !
Also frequently overlooked is the fact that with 130ps from 1.5l, the specific output of the VTEC D15B is 87ps/l which actually compares favourably with the larger capacity DOHC VTEC designs such as the BB1 Prelude's H22A. The specific output of the VTEC D15B is in fact higher than the 190ps version of the H22A used on the previous generation Accord SiR !
For the 1995 EK3 Civic, the evolution of the D15B culminated in the now famous 3-stage VTEC implementation, a merging of the earlier VTEC-E and power-VTEC variants. Thus we now finally get power and economy in one great engine; incredible as it seems, on the 3-stage VTEC D15B, Honda actually delivered the best of both worlds.
The Case for a D15B powered Civic
Rear seats on the EG8
Two bucket rear seats for EG9
Although a great car, the Civic SiR is unfortunately not always a totally practical one. For one thing, it is a strict 4-seater, the rear seats being bucket-types. This is especially important on the Ferio 4-door, as the willingness to accept the compromise for a sports-sedan instead of the 3-door super-hatch often also meant a need to carry 5 persons in the car.
The much higher performance from the B16A also meant the SiR was tuned for pure performance, with correspondingly stiff suspension, poorer fuel economy and more importantly very high gear-ratios. In the automatic versions, the use of only 4-gears gave rise to over-pronounced engine braking - even in 4th gear. This gives a need to constantly keep the foot on the throttle even during high speed crusing and in turn makes long-distance driving tiring.
All these characteristics can conflict with the demands of the more regular driver, one who although recognizing and values the potential of a highly spec'ed performance engine nevertheless needs to put useability on a higher priority. Thus there is always a need for a 'second-ranked' model of the Civic, one which offers higher practicality and a more docile character. This second-from-the-top 'executive' Civic has always been powered by a D15B engine. With the advent of the B16A-powered SiR, the obvious candidate would have been the DOHC ZC but the evolution of the VTEC-D15B and its ability to deliver the same power in a simpler and more compact design enabled it to take the place of the larger capacity ZC in the main-stream Civic range.
The unsung heroes : the EG4 and EG8
D15B-powered Civics are the most popular variants of the Civic range because they offer good performance as well as great practicality and VTEC D15B versions are the cream. Being the 2nd ranked model, they are also significantly cheaper than the top-ranked Civic SiR and are very well-equipped. In the previous EG-generation, the VTEC-D15B powered the 3-door EG4 VTi and the 4-door EG8 Ferio VTi.
EG4 and EG8s are true 5-seaters with suspensions designed for soft and comfortable rides. The VTEC-D15B engine is a 16-valve SOHC design with a displacement of 1493cc and uses the PGM-Fi fuel injection system. It develops a high 130ps at 6800rpm with max torque of 14.1kgm at 5200rpm. With the manual transmission, the VTEC-D15B uses a 4.25 final drive ratio with 1st and 2nd gear ratios of 3.25 and 1.9 respectively. These are actually very high gear ratios and helps give manual EG4 & EG8 a preppy performance. The automatic version uses the same final drive and 1st gear ratios as the automatic B16A but uses more docile ratios from 2nd gear onwards giving automatic EG4 & EG8s a relaxing long distance cruising characteristic.
Don't let the SOHC configuration fool you, the tach red-lines at very high 7200rpm and the effect of the wild-cam is obvious when VTEC cuts in. While the pull is not as maniacal as the B16A, the increased urge of the engine can still be clearly felt.
One feature of the D15B often misunderstood due to its SOHC configuration is that being a power-VTEC implementation, the engine is designed for high air-flow and very high rpm operation. Thus while the capacity is only 1493cc, the tuning potential of the VTEC-D15B could in fact be high. In later articles in 'Beyond Stock', I hope to take a look at the potential for upgrading the power of the D15B by using simple drop-in mods.
The photos in this section are taken of two different D15B powered Civics. The EG4 on the left is an earlier production model with the photo of its D15B engine above. Earlier versions of the VTEC-D15B uses the attractive crinkled black 'VTEC' valve cover. They have the same specs as the later production VTEC-D15Bs. The car is manual and the owner has some minor engine mods, the most noticeable being the Akimoto style air-intake. The header is stock, the owner opting to simply remove the heat shield to reveal the 4-2-1 design. Unfortunately as with most stock headers, the surface has well rusted. The metal intake tube is a local custom design, marketed for use with both the EG4/EG8 as well as the EG6/EG9s.
The red EG8 is a friend's car. This is a late production (1995) model and the valve cover is now plain metal though still with the 'VTEC' word. The EG8 is plain stock except for the use of Eibach Pro-Kits and a HKS Super-Power-Flow air-filter (on the original plastic intake tube). Without the benefit of the resonator box, VTEC's wonderful vocal song was very obvious in this car indeed.
SOHC VTEC implemented for power is often mistaken as SOHC VTEC-E which is implemented for economy. It is worthwhile to note that the 1.5l SOHC VTEC-E used in the JDM Honda Civic ETi produces 92ps. This is in fact less than that produced by the standard 1.5l SOHC engine's 100ps which uses dual Keihin side-draft carburettors. SOHC VTEC in the D15B produces 130ps. This is 30% more than the standard SOHC implementation !
In the mid 1980s, Honda's top engine in the Civic was the DOHC ZC delivering 130ps and redlining at a high 7200rpm. This engine powered the top Honda Civic models; the EF6 & EF7 Civic/CRX Si. In 1989, Honda invented VTEC, implementing it first in the DA6 Integra RSi & XSi in April and followed by the EF8/EF9 CRX/Civic SiR towards the end of that year. Honda continuously refined VTEC and migrated it to other engines and one of the first benefactors was the D15B.
The D15B has always been in the shadow of its larger, more powerful 1.6l brothers. When the DOHC ZC was the top engine, the D15B came in both single and double carb'ed SOHC versions, the dual-carb version delivering as high as 105ps in the CRX 15X. When VTEC became available, two versions of VTEC D15Bs were developed for the EG-series (1991-1995) Civic. One is the well-knowned VTEC-E which delivered an incredible 20+km/l mileage. The other is the VTEC D15B, a power implementation. The VTEC D15B is a very significant engine variant because Honda used VTEC to make it possible to generate as much power as a DOHC design from its SOHC configuration. Thus the VTEC-D15B generates 130ps and redlines at 7200rpm, ably replacing the DOHC ZC design despite having 100cc less displacement and one cam-shaft less !
Also frequently overlooked is the fact that with 130ps from 1.5l, the specific output of the VTEC D15B is 87ps/l which actually compares favourably with the larger capacity DOHC VTEC designs such as the BB1 Prelude's H22A. The specific output of the VTEC D15B is in fact higher than the 190ps version of the H22A used on the previous generation Accord SiR !
For the 1995 EK3 Civic, the evolution of the D15B culminated in the now famous 3-stage VTEC implementation, a merging of the earlier VTEC-E and power-VTEC variants. Thus we now finally get power and economy in one great engine; incredible as it seems, on the 3-stage VTEC D15B, Honda actually delivered the best of both worlds.
The Case for a D15B powered Civic
Rear seats on the EG8
Two bucket rear seats for EG9
Although a great car, the Civic SiR is unfortunately not always a totally practical one. For one thing, it is a strict 4-seater, the rear seats being bucket-types. This is especially important on the Ferio 4-door, as the willingness to accept the compromise for a sports-sedan instead of the 3-door super-hatch often also meant a need to carry 5 persons in the car.
The much higher performance from the B16A also meant the SiR was tuned for pure performance, with correspondingly stiff suspension, poorer fuel economy and more importantly very high gear-ratios. In the automatic versions, the use of only 4-gears gave rise to over-pronounced engine braking - even in 4th gear. This gives a need to constantly keep the foot on the throttle even during high speed crusing and in turn makes long-distance driving tiring.
All these characteristics can conflict with the demands of the more regular driver, one who although recognizing and values the potential of a highly spec'ed performance engine nevertheless needs to put useability on a higher priority. Thus there is always a need for a 'second-ranked' model of the Civic, one which offers higher practicality and a more docile character. This second-from-the-top 'executive' Civic has always been powered by a D15B engine. With the advent of the B16A-powered SiR, the obvious candidate would have been the DOHC ZC but the evolution of the VTEC-D15B and its ability to deliver the same power in a simpler and more compact design enabled it to take the place of the larger capacity ZC in the main-stream Civic range.
The unsung heroes : the EG4 and EG8
D15B-powered Civics are the most popular variants of the Civic range because they offer good performance as well as great practicality and VTEC D15B versions are the cream. Being the 2nd ranked model, they are also significantly cheaper than the top-ranked Civic SiR and are very well-equipped. In the previous EG-generation, the VTEC-D15B powered the 3-door EG4 VTi and the 4-door EG8 Ferio VTi.
EG4 and EG8s are true 5-seaters with suspensions designed for soft and comfortable rides. The VTEC-D15B engine is a 16-valve SOHC design with a displacement of 1493cc and uses the PGM-Fi fuel injection system. It develops a high 130ps at 6800rpm with max torque of 14.1kgm at 5200rpm. With the manual transmission, the VTEC-D15B uses a 4.25 final drive ratio with 1st and 2nd gear ratios of 3.25 and 1.9 respectively. These are actually very high gear ratios and helps give manual EG4 & EG8 a preppy performance. The automatic version uses the same final drive and 1st gear ratios as the automatic B16A but uses more docile ratios from 2nd gear onwards giving automatic EG4 & EG8s a relaxing long distance cruising characteristic.
Don't let the SOHC configuration fool you, the tach red-lines at very high 7200rpm and the effect of the wild-cam is obvious when VTEC cuts in. While the pull is not as maniacal as the B16A, the increased urge of the engine can still be clearly felt.
One feature of the D15B often misunderstood due to its SOHC configuration is that being a power-VTEC implementation, the engine is designed for high air-flow and very high rpm operation. Thus while the capacity is only 1493cc, the tuning potential of the VTEC-D15B could in fact be high. In later articles in 'Beyond Stock', I hope to take a look at the potential for upgrading the power of the D15B by using simple drop-in mods.
The photos in this section are taken of two different D15B powered Civics. The EG4 on the left is an earlier production model with the photo of its D15B engine above. Earlier versions of the VTEC-D15B uses the attractive crinkled black 'VTEC' valve cover. They have the same specs as the later production VTEC-D15Bs. The car is manual and the owner has some minor engine mods, the most noticeable being the Akimoto style air-intake. The header is stock, the owner opting to simply remove the heat shield to reveal the 4-2-1 design. Unfortunately as with most stock headers, the surface has well rusted. The metal intake tube is a local custom design, marketed for use with both the EG4/EG8 as well as the EG6/EG9s.
The red EG8 is a friend's car. This is a late production (1995) model and the valve cover is now plain metal though still with the 'VTEC' word. The EG8 is plain stock except for the use of Eibach Pro-Kits and a HKS Super-Power-Flow air-filter (on the original plastic intake tube). Without the benefit of the resonator box, VTEC's wonderful vocal song was very obvious in this car indeed.
SOHC VTEC implemented for power is often mistaken as SOHC VTEC-E which is implemented for economy. It is worthwhile to note that the 1.5l SOHC VTEC-E used in the JDM Honda Civic ETi produces 92ps. This is in fact less than that produced by the standard 1.5l SOHC engine's 100ps which uses dual Keihin side-draft carburettors. SOHC VTEC in the D15B produces 130ps. This is 30% more than the standard SOHC implementation !
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