Got a big d15b problem

[1badgvr4]

I no nothing about Honda's but I just picked up a 93 dx 4 door with a jdm d15b.Someone has put a plate and two bolts.Does this mean the motor is set up for vtec.If so what do I need to do.

[Elbow]

WHAT???

[jew_boy]

"a plate with 2 bolt" i think you will need more info

[Elbow]

OHHHHH

That plate, you need to wire in the brown wire to each of your fuel injectors and the green wire on your dizzy, VTEC should hit at around 5400 or so.

[1badgvr4]

Sorry about that stupid post I was in a hurry.

[Just_CHill]

So did you fix the problem?

[1badgvr4]

Gotta find someone with a vtec solonoid first.Anybody wanna help.

[slostang]

whats your location dean?

i know your close

[1badgvr4]

whats your location dean?

i know your close
pm'ed

[all-mota]

they made some d15b engines with this block off plate. they have vtec like the vx engines did the vtec kicks in and then kicks back out a certain rpm just for fuel milage but you need the ecu for it to work correctly

[Cyclonehatch]

its not a vtech block off plate. JDM d15 engines come with carbs from japan. they are supplied by a mechanical fuel pump that is run by the cam. the block off plate is for removal of that JDM fuel pump.

[Elbow]

^Um no....

[DeeAOne]

its not a vtech block off plate. JDM d15 engines come with carbs from japan. they are supplied by a mechanical fuel pump that is run by the cam. the block off plate is for removal of that JDM fuel pump.:thinking: lol..

[ksniperfox]

Ibut I just picked up a 93 dx 4 door with a jdm d15b..


problem found. buy new car.

[mitch lab]

maybe some pics might help to what you are describing

[Elbow]

problem found. buy new car.

wow your cool

[TheChosenOne]

its not a vtech block off plate. JDM d15 engines come with carbs from japan. they are supplied by a mechanical fuel pump that is run by the cam. the block off plate is for removal of that JDM fuel pump.
Where's your source, cause this sounds like you just grabebd this from a conversation you shouldn't have been ease droppin on.

A FUEL PUMP on the HEAD! So does that mean JDM civics didn't have a more efficient in-tank fuel pump, but some rinky-dink in-bay, external fuel pump???

Ima have to throw the " Um, NO" right back at cha... :no:

[Elbow]

I've had like every D series engine and never have seen that. Including JDM D15's....

[b@d @pple]

hmmmm

[JITB]

lol d15 madness!

[green91]

ROFL. Actually there were some carb'd d15b engines from Japan, and they have an extra cab lobe for the fuel pump. Also, not all d15b are obd1! lol.

[b@d @pple]

ok them but the ones i have had or sold definately were obd1 and fuel injected

[b@d @pple]

ok got some info

Honda D engine
From Wikipedia, the free encyclopedia
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Please help improve this article by adding citations to reliable sources. Unverifiable material may be challenged and removed. (September 2006)

D16Z6 Engine Lightly Customized.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 135 hp (101 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).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 among 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 thresh-hold and is useful when employing forced induction. There have been reports of over 400 hp (300 kW) to the front wheels utilizing these.
Contents [hide]
1 Mini-Me
2 Engine Specs
2.1 D12 Series Engines (1.2 Litre)
2.1.1 D12A
2.2 D13 Series Engines (1.3 Litre)
2.2.1 D13B1
2.2.2 D13B2
2.2.3 D13B4
2.2.4 D13B7
2.2.5 D13C
2.3 D14 Series Engines (1.4 Litre)
2.3.1 D14A1
2.3.2 D14A2
2.3.3 D14A3
2.4 D15 Series Engines (1.5 Liters)
2.4.1 D15A2
2.4.2 D15A3
2.4.3 D15B
2.4.4 D15B (D15Z7) (with 3 stage VTEC)
2.4.5 D15B1
2.4.6 D15B2
2.4.7 D15B3
2.4.8 D15B4
2.4.9 D15B6
2.4.10 D15B7
2.4.11 D15B8
2.4.12 D15Z1
2.4.13 D15Z4
2.4.14 D15Z6
2.4.15 D15Z8
2.5 D16 Series Engines (1.6 Liters)
2.5.1 D16A1
2.5.2 D16A3
2.5.3 D16A6
2.5.4 D16A7
2.5.5 D16A8
2.5.6 D16A9
2.5.7 D16B5
2.5.8 D16W7
2.5.9 D16Y3
2.5.10 D16Y4
2.5.11 D16Y5
2.5.12 D16Y7
2.5.13 D16Y8
2.5.14 D16Y9
2.5.15 D16Z5
2.5.16 D16Z6
2.5.17 D16Z9
2.6 D17 Series Engines (1.7 Liters)
2.6.1 D17A1
2.6.2 D17A2
2.7 D17A5
2.7.1 D17A6
2.7.2 D17A7
3 ZC(similar to D15Z4, D16Z6, D16A1, D16A3, D16A6, D16A8, D16A9 and D16Z5 engines)
4 References
5 External links



[edit] 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.


[edit] Engine Specs

[edit] D12 Series Engines (1.2 Litre)

[edit] 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)


[edit] D13 Series Engines (1.3 Litre)

[edit] D13B1
Found in:
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

[edit] D13B2
Found in:
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) @ 6300 rpm
Valvetrain : SOHC, 4 valves per cylinder
Fuel Control : Single Carburetor

[edit] D13B4
Found in:
1998-2003 Honda City EXI/DX
Displacement : 1300 cc
Bore and Stroke:
Compression : 9.75:1
Power, Torque : 70 kW (95 HP) at 6.500 min−1
Valvetrain :
Fuel Control : Multi-point fuel Injection, PGM-FI

[edit] D13B7
Found in:
1998-2001 Honda Logo 5D
Displacement :
Bore and Stroke:
Compression :
Power, Torque :
Valvetrain :
Fuel Control : Multi-point fuel Injection, PGM-FI

[edit] D13C
Found in:
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 :




[edit] D14 Series Engines (1.4 Litre)

[edit] D14A1
Found in:
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

[edit] D14A2
Found in:
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

[edit] D14A3
Found in:
1996-1998 Honda Civic EJ9 (European Market)
Displacement : 1396 cm³
Bore and Stroke : 75.0 mm X 79.0 mm
Compression : 9.2:1
Power : 75 ps and 90 ps (civic i and is)
Valvetrain : SOHC non VTEC 16v
Redline : 7200 rpm
Fuel Control : Multi-point fuel Injection (PGM-FI)
Transmission: S40

[edit] D15 Series Engines (1.5 Liters)

[edit] D15A2

[edit] D15A3
Found in:
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

[edit] D15B
VTEC
Found in:
1991-1999 Honda Civic VTi EG4 (Japanese Market)
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

[edit] D15B (D15Z7) (with 3 stage VTEC)
3-stage VTEC
Found in:
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

[edit] D15B1
(Same as the D15B2 engine, but with a mild camshaft, and a restrictor plate between the throttle body and intake header)

Found in:
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

[edit] D15B2
Found in:
1988-1991 Honda Civic GL/DX/LX
1988-1991 Honda CRX DX
1992-1995 Honda Civic LSi Hatch/Saloon (European Market)
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)

[edit] D15B3
Found in:
1988-1989\ Honda Civic EX
1988-1995 Honda Civic Shuttle GL
1992-1995 Honda Civic LX (NZ model)
Displacement : 1493 cm³
Bore and stroke : 75 mm X 84.5 mm
Compression : 9.9:1
Power : 92 hp (69 kW) @ 6000 rpm
Valvetrain : SOHC (4 valves per cylinder)
Cam Gear : 38 tooth
Fuel Control : Carburetor

[edit] D15B4
Found in:
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

[edit] D15B6
Found in:
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

[edit] D15B7
Found in:
1992-1995 Honda Civic CX (Canadian model)
1992-1995 Honda Civic DX/LX
1993-1995 Honda Civic del Sol Si
1992-1995 Honda Civic LSi Coupe (European Market)
Displacement : 1493 cm³
Bore and Stroke : 75 mm X 84.5 mm
Compression : 9.2:1
Power : 105 hp (78 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

[edit] D15B8
Found in:
1992-1995 Honda Civic CX (U.S. model)
Displacement : 1500 cm³
Bore and Stroke : 75 mm X 84.5 mm
Compression : 9.1:1
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.

[1badgvr4]

I've also been told I would need a p28 ecu in order to make this work.

[Cyclonehatch]

sorry its taken me so long to respond. i dont usually post about things unless i am pretty sure it is accurate. I worked at Pacific Engine Company for 3 years and trust me we sold alot of Jdm D15's. Next time im up there I will take some pics of the Carb and fuel pump set-up.

[1badgvr4]

This is what im talking about.Someone resize.

[green91]

I can tell you by the valve cover its a non-vtec engine

[DC2NR]

its not a vtech block off plate. JDM d15 engines come with carbs from japan. they are supplied by a mechanical fuel pump that is run by the cam. the block off plate is for removal of that JDM fuel pump.

Why would honda's need a block off plate for a phone?

[rbwdriven]

that is the block off plate where a mechanical fuel pump would be (in japan)

my sohc zc engine had it. i think by other d series had it.

On my sohc you could actually take it off and there was a hole behind it but nothing to attach a fuel pump too.

I think even my rex has the same thing.

[SLOWR/T]

CLEAN OUT YOU PM's!!!!!

[blaknoize]

CLEAN OUT YOU PM's!!!!!

YEA MUTHAFUK'A!!!


LOLZ

[shinobi]

just go dohc alot more bang for the buck

[VickNotic]

and yess it does not look like a vtec also.. just from teh Valvecover.. ! unless their going sl33per Dseries haha