D15b Vtec Manual
D15B, D16A, ZC, D17A, D17A VTEC and Non VTEC Motors In Stock. Honda Civic 2001-2005 D17A 1.7L VTEC Engine Swap For. Item ID 3665 Model(s) Honda Civic 2001-2005 1.7 Mileage 82376 KM / 51186 US Miles. Honda Civic D15B VTEC OBD1 Engine, S20 LSD manual Transmission. Item ID 1625 Model(s) HONDA CIVIC 1992-1995 Mileage 79643 KM / 49776 US Miles.
D15B 3 Stage VTEC Before you can understand what is meant by '3 Stage VTEC', you have to be clear about what VTEC is. VTEC is simply a cam profile switching mechanism.
Two cams are combined into one: a street friendly cam that idles well, makes good power in the low and mid RPM band, has low emissions; and another optimized purely for high RPM power. On the D-series engine this is applied to the intake valves only. In 1992 Honda came up with a fuel-economy application for their cam switching strategy called VTEC-E. This time they used VTEC to switch between 12 valve and 16 valve operation. Closing one valve increases the speed of air flow into the engine at low RPM to keep the engine running smoothly and also creates a swirl effect in the combustion chamber that spreads the fuel evenly allowing for a very lean air-fuel ratio avoiding abnormal combustion. By the time the sixth generation Honda Civic was released, Honda had decided that they could combine both VTEC-E and VTEC into one SOHC D-series engine.
Stage one would be 12 valve operation of VTEC-E, Stage two being normal 16 valve operation, and Stage three being the VTEC performance cam profile. This resulted in excellent fuel economy from a high performance, small displacement SOHC engine. Unfortunately, market considerations as well as emissions regulations prevented this motor from reaching the United States. D15Z7 In Japan the engine block is stamped 'D15B'; rather cryptically, considering that there are OBD0 non VTEC engines and OBD1-OBD2 SOHC VTEC engines also stamped 'D15B'.
There are also the most commonly known USDM D15B# engines that came stock in all 92-95's except the Si/EX and Del Sol VTEC. When you go on an internet forum or call an engine importer asking about a D15B, people are going to assume that you're talking about one of these other motors because the '3 Stage VTEC' motor just isn't commonly known. People will swear to you that it doesn't exist. Outside of Japan the engine block is stamped D15Z7. This is the most convenient way to refer to this engine, even though you may have the JDM version stamped 'D15B'. '3 Stage VTEC' is a very cumbersome term and causes all kinds of confusion, especially among people who have no interest in the D-series engines.
The 'D15B' I am referring to comes from the OBD2 (1996-1999), EK3, Civic VTi / Civic Ferio Vi. With the exception of the dual VTEC solenoids, it's very similar to the D16Y5, or the D16Y8 but with EGR. This motor alters both the intake valve size (by keeping one valve mostly closed under certain conditions) and intake valve lift, duration, and timing. The engine produces 128.2 hp @ 7000 RPM and 102.7 ft/lbs @ 5300 RPM. It has a redline of 7300 RPM. Compression ratio is 9.6:1.
Recommended Octane is 91 RON or 87 CLC (USA). Engine size is 1493cc. '3 Stage', or 'Dual VTEC'?
The motor has two VTEC solenoids giving you three stages of operation. As with the other Civic SOHC engines from this time period, VTEC and VTEC-E only act on the intake valves. Stage 1: 12 Valve mode: The secondary cam lobe is practically round, opening the intake valve just enough to to let fuel through. At lower RPM's, the engine's air demands are small.
By decreasing the size of the path that the air takes to get into the combustion chamber you increase its speed. This packs more air into the combustion chamber than a 16 valve design up until about 2500 - 4000 RPM (depending on throttle position). Also, since the air is entering the combustion chamber at the corner through only one intake valve, it swirls around the combustion chamber which helps vaporize the fuel and mix it evenly. Stage 2: 16 Valve mode: the VTEC-E solenoid is powered up locking the intake valves to the primary cam lobe. The engine's demand for air is higher so a larger, less restrictive air passage is required to maximize volumetric efficiency. Stage 3: VTEC: The intake valves that were previously locked to the primary lobe are now locked to the mid lobe which opens earlier, stays open longer, opens higher, and has more overlap with the exhaust valve. This increases air flow in the high load/RPMs broadening the power band even further.
Swap into 1992 Civic VX What To Keep (D15Z1) Here are some things to scavenge from your VX motor before you sell it on fuelly.com. Some of these should immediately be transferred onto your new motor, and some other things should be kept as spare parts.
JDM P08 - runs using 1 wire 02, it doesn't use PA (athmospheric pressure sensor), it does run leaner and with slightly more ignition timing. While the P28 - requires a 4wire, PA sensor, and is tuned for 86 octane gas, running little richer and with less ignition timing.
what you will notice, regradless of a dyno (I have dynoed both on my JDM D15B) is that: -if running the P08 on D16z6/ZC sohc vtec it will have less power/torque and run lean below 4k rpm, later its about 1-3whp more then stock P28 -if you are running it in a JDM d15b or mini then it runs right on -running P28 on minime (1.5l) or JDM d15b will yeild better low end up to 4k rpm, but less top end. Password Please enter a password for your user account. Note that passwords are case-sensitive. Password: Confirm Password: Email Address Please enter a valid email address for yourself.
Jdm D15b Vtec Specs
Email Address: Security Question.Required, this field is not shown to others: While balancing on a piece of wood, two inches by four inches known as a 2x4, john and his friend sally both spotted a dalmatian inside a truck with sirens, headed to put out a fire. State what kind of animal is mentioned in the sentence above.
D15b 3 Stage Vtec Manual
D15b Vtec Swap
Insurance Please select your insurance company (Optional).