is it a realistic goal of getting 140whp from a d15 block, with a non-vtec head, staying all motor?

any thoughts and opinions are welcome, flame away if u wish.

 

nope
but you can try
mini-me would get closer than non-vtec

 

yeah it is a hella long shot at gettin 140 but i think i may just give it a whirl anyway, i just hope i dont end up beggin for food, as i am sure i will make myself have a lesser value then dirt

 

you can. arias make high cr pistons, crane makes n/a cams and with head work, ecu and stuff i hope to do the same thing with a d16a6.


Modified by pSI civic at 12:54 AM 11/23/2004

 

PM Wil from Exospeed. I'm sure he can enlighten you on the subject.

 

I think its possible...well at least i hope.

 

I am sure its possibe but reliable NOPE

 

i think it can be done cheaply to a d15b1 or 2 converted to mpfi, non-vtec, and maybe even with stock pistons. im building 2 of them now.

actually, the d15B pistons are very flat with large quench pads. with the heads quench pads welded up and the two surfaces just about hitting each other at max rpm i think the compression would be in the 13's on stock pistons. crowns contoured a bit, fresh hone, very thin headgasket, Si cam, and a header with anti-reversion port extensions as well as a choke merge collector, i think 140 is a given. its only 30 horse over stock. possible ... no doubt. ask bisi ezrioha what he thinks about it. (low tens on all motor 1.5 D series)

 

With the stock pistons you are pushing it, I am feeling some ZCs or an aftermarket replacement to raise compression. Throw in a wild *** cam, a well-designed header, and you might be in the area. There was a guy in here a couple months ago who hit in the 140's NA and had more torque than most of the B's out of the box. if someone can pull that link it would be greatly appreciated.

 

speedmachineperform.com

 

It is possible? Certainly. Is it realistic? Well, that all depends on what your idea of realistic is. Because it is possible, it is certainly realistic to get 140WHP from a D15. It just may not be a reliable, practical daily driver. And it would probably not be the most economical route to 140WHP.

 

not a d15.. but a d16z6 w/ 142 WHEELhp..

http://www.homemadeturbo.com/f...31192

ITB at it's best.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by benjaminenjamin &raquo;</TD></TR><TR><TD CLASS="quote">is it a realistic goal of getting 140whp from a d15 block, with a non-vtec head, staying all motor?</TD></TR></TABLE>
Sure. You'll have to push probably around 170hp at the flywheel to get a number like that, so you'll need the flow, cam, and internals to handle the 8000-8500 revs you'll need to do it - since torque is close to being a "constant" with a low-displacement NA build like this (remember that power is a function of torque and revs).

Also, without VTEC, you need to realize that this won't be a street-friendly engine, since it won't have much of anything at the low end of the rev range. VTEC is what allows you to have that high-RPM cam profile while still having a low-RPM profile to maintain low emissions, good fuel economy, and a decent low-RPM power delivery (It's basically like having your cake and eating it too); without the VTEC, you're stuck with just the high-RPM profile if you want big power numbers. Not necessarily a bad thing for a race-only engine, but pretty much useless for a street car.

Also, a single peak number isn't necessarily the best goal to be shooting for, unless your only dream is of a dyno queen. Sacrificing some peak power to gain more under the curve in other areas will usually make for a better setup overall.

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by StorminMatt &raquo;</TD></TR><TR><TD CLASS="quote">It is possible? Certainly. Is it realistic? Well, that all depends on what your idea of realistic is. Because it is possible, it is certainly realistic to get 140WHP from a D15. It just may not be a reliable, practical daily driver. And it would probably not be the most economical route to 140WHP.</TD></TR></TABLE>
Well said

 

Mista Bone just posted his D15 on D-series.org
He's close

 

140 whp? Cake.

Take a d15b7, Do the MPFI swap and Si tranny, and you can do 110 at the wheels no problem.

If the A6 makes ~108 at the wheels on 9:1 comp, then its a fact that the d15 can make at least that same 108 on the stock 9.6:1 comp that the d15's have.

I bet on stock bottom end 140 would not be that difficult.

Send your head out to Will and the guys at Exospeed, get them to do a full P&P, and do a minor welding of the combustion chambers, add springs/retainers and the a6 race cam. ~$1500

Add a DC header if you want to go cheap, or a bisi header to pick up some more power. Upgrade to some 330cc injectors or in that ballpark. Tune with Turboedit or zdyne and you will easily break 140whp.

Ive had 2 dseries setup's thus far.

D16a6
Zc pistons
Fully done head
"stage 4" cam
Weber carbs
bisi header

Thats basically it and that setup made 176hp@8700 rpms

D15b2
8psi of boost
100% STOCK ENGINE with 70k on it

230hp@7500 rpms

I understand that the d-series is the underdog engine, But how many of you have truly built one and understand the capabilities. I've only seen a few guys really building the d-series. Build a D,Run it, then come back and talk up your DOHC.

 

Damn dude...230hp on 8psi in a d series is crazy. Sorta hard to believe on a stock block. What kinda turbo were you using to get those numbers? And what kinda engine management? I put down 200hp and 186ft/lbs on my ls at 6psi...and it was completely stock as well. Im not saying that its bullshit...just sorta hard to believe. Id like to see some specs on that motor

 

stock b7
t3 .60 trim
2.25 charge pipes
SMIC
Dsm 450s tuned with TurboEDIT
3" exhaust out the back, not cat, no res, no muffler
about it.

I found out the key was rev it till i got scared lol...

started at about 6200 rpms and it made like 175hp, uped it to 7800 rpms, and it pulled right up to around 230hp.

Remember also, stock compression is 9.6:1 which is quite a bit higher than an ls. But like i said, it didnt do **** till i bumped the limiter up.

 

matbe with a 16 valve head

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by phatrick2332 &raquo;</TD></TR><TR><TD CLASS="quote">stock b7
t3 .60 trim
2.25 charge pipes
SMIC
Dsm 450s tuned with TurboEDIT
3" exhaust out the back, not cat, no res, no muffler
about it.

I found out the key was rev it till i got scared lol...

started at about 6200 rpms and it made like 175hp, uped it to 7800 rpms, and it pulled right up to around 230hp.

Remember also, stock compression is 9.6:1 which is quite a bit higher than an ls. But like i said, it didnt do **** till i bumped the limiter up.</TD></TR></TABLE>

WOW...7800rpms on a stock block? Youre freaking crazy....i like it . I guess thats the beauty of the d series...if you blow it you can always find another one for next to nothing

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by sprayedcrx &raquo;</TD></TR><TR><TD CLASS="quote">matbe with a 16 valve head</TD></TR></TABLE>

There all 16 valve except the HF (d15b6) and the CX (d15b8)

sCeRaXn- The 1.5 has a good rod/stroke ratio

 

how about a larger displacement?

i think i may just give up and use a z6.

 

If you go to a 1.6 do not go vtec. It doesnt allow for an as aggressive cam. Just buy an a6 and build it using mostly oem parts aside from the cam and your choice of intake system, and ex. mani.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by mike_belben@yahoo.com &raquo;</TD></TR><TR><TD CLASS="quote"> crowns contoured a bit, fresh hone, very thin headgasket, Si cam, and a header with anti-reversion port extensions as well as a choke merge collector, i think 140 is a given. its only 30 horse over stock. possible ... no doubt. ask bisi ezrioha what he thinks about it. (low tens on all motor 1.5 D series)</TD></TR></TABLE>

if im correct the d15b7 in 88-91 civic/crx dx's are rated at 92 hp and that would be at the crank right? and i believe the 92-95 dx's were 102hp...so thats nowhere near 110 at the wheels...

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by phatrick2332 &raquo;</TD></TR><TR><TD CLASS="quote">140 whp? Cake.

Take a d15b7, Do the MPFI swap and Si tranny, and you can do 110 at the wheels no problem.

If the A6 makes ~108 at the wheels on 9:1 comp, then its a fact that the d15 can make at least that same 108 on the stock 9.6:1 comp that the d15's have.
</TD></TR></TABLE>

once again unless honda rated their cars at whp, the d16a6 was rated at 108hp at the crank

 

where is the info that says D15B NON VTEC run higher than 9.2 C/R???

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by JDM96SpecCTR &raquo;</TD></TR><TR><TD CLASS="quote">

if im correct the d15b7 in 88-91 civic/crx dx's are rated at 92 hp and that would be at the crank right? and i believe the 92-95 dx's were 102hp...so thats nowhere near 110 at the wheels...



once again unless honda rated their cars at whp, the d16a6 was rated at 108hp at the crank</TD></TR></TABLE>

2 points
1) The D15B7 was EG only, we had the D15B2. It was rated 92 thanks in part to the over-restrictive intake system, you switch that out and then you have a D15B7 in concept as the internals are different, but the power ratings would be the same + or - 2HP.

2) Funny thing as my D16A6 clocked in at 106hp with stock everything, even airbox