Description of problem:
Car runs sluggishly at all times, progressing to a point at which it will die when stopped if I don't give it gas. Once it gets to this level of poor performance, it has nearly no power at all, having to floor it to even move and accelerating very slowly.
Car:
97 civic dx with D15B jdm motor.
What I think the issue is:
I think the timing belt is off a tooth, but I'm not sure which way to adjust and on which pulley to do so. Let me explain:
When placing the belt onto crank and cam pulleys I have ensured (twice) that each is at tdc (cam indicating UP and two lines level with head; crank having arrows lined up with pulley removed.) but when I actually place the belts on the pulleys, one pulley must turn a SLIGHT bit to allow the teeth to align. Each time I have installed the belt it has been the crank shaft that has been slightly rotated in a clockwise manner. After several full rotations of the pulleys with belt installed, tdc lines up at top, but the crank is LITERALLY half a tooth off. If I was to adjust it one more tooth over, it would be half a tooth off still.
Is this a result of the cam gear being off a tooth or two? I am sure the cam gear has UP perfect vertical, but is the head slightly tilted forward? that would lead me to believe that my problem might be fixed by adjusting the cam gear forward (counter clockwise) one or two teeth. Thoughts?

 

Which D15B? If it's a vtec variant you need to use the single pointer at 7 o'clock. In either case, put the belt on as follows, loosen the tensioner bolt 180° (the idea is to let the tensioner slide) put the belt on starting with the crank pulley, then the tensioner, then the water pump and finally slip it over the cam pulley. Rotate the engine counter clockwise a few complete revolutions, check timing, assuming it's correct put the engine at TDC, turn the engine counterclockwise so three teeth go by on the cam pulley and tighten the tensioner adjusting bolt.

 

Just D15B; no number following the B. It's a JDM motor, non-VTec. So I am working off of the pointer at 7 o clock (which it is dead on,) UP at 12 o clock, lines at (I think) the head. With the cam in this position, I still run into the issue of the teeth not lining up unless the crank shaft is rotated ~1/2 tooth.
Is the UP marking supposed to be at EXACTLY 12, or is it slightly "before 12" (11:55) due the head not (presumably) being perfectly level? If that's the case, then my cam would rotate counter clockwise a slight bit (1 tooth) and the belt would likely line up without adjusting the crank shaft.
I know these questions seem ridiculous, because it's probably best to just get in there and try it, but I don't have the time to dig into side of the motor AGAIN to attempt to fix an the same issue I have tried to fix 3 times now.

 

If it's a non vtec engine you need to use the other marks, IE the top of the head. DO NOT use the pointer on a non-vtec engine or you'll never get the timing right.

 

^ This. Use the 3 o'clock and 9 o'clock lines and line them up dead flush with the upper lip of the cylinder head. If you've done it right, the little 7 o'clock line will be juuuuust slightly left of the pointer. I'm talking like 1 or 2mm slightly.

 

Runs Crappy as the motor warms up.

Sounds like heat expansion clog in the Cat.

90% of timing belt problems will be there cold or warm if it runs fine cold but shittiy when warm you have other problems. also your ECT could be bad telling the ECU your engine is Cold this will make the fuel mix richer. resulting in poor performace and sluggish throttle.

 

It is also blowing the cooling fan and a/c fuses (under dash and in car)
unrelated?

 

The "UP" mark doesn't have to be very precise as you dont have a mark to align it to.Just make it point up and not down. Focus on the pointer on the plastic part and the mark on the cam gear. The picture was taken from a 1996 JDM D15B non vtec.