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Discussion Starter #1
Hi guys n gals. Noob here. My name is Alton, 26, living in Hayes, LA and drive a 98 civic ex 5-speed. Currently has 120k miles. Purchased about 4 months ago. Motor swap was done before i purchased the car. Bought for cheap due to low engine power below 5600rpm, high idle, slipping clutch issue.

Having trouble figuring out exactly what bastard engine is under my hood.
The block has D15B on it
The head has a P2J-1 code
Its definately 3stage. It has the 2 solenoids. 1 for 16v mode, 1 for high lift/duration.
The solenoid for 16v mode is on an rpm switch that I installed and is activated at 3500 rpm.
The high lift/duration solenoid is connected to the facory VTec wire and kicks in at roughly 5600rpm.
When I bought the car, both solenoids were on the same factory 5600rpm vtec wire. I replaced the clutch, replaced idle control valve and installed the rpm switch for 16v mode
The car runs great now, not having any issues at all. I can get 41+ mpg or pass cars on the interstate as if they are standing still.

I just want to know what ive got.
 

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Discussion Starter #4
What cars were the D15b obd2 offered in?
I was a little confused when i went to purchase a new clutch. All motors for my year are D16xx. Even bouncing around a couple years. Is it maybe a motor that wasnt offered in the states?
Can someone elighten me further?
Is this motor rare?
 

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What cars were the D15b obd2 offered in?
I was a little confused when i went to purchase a new clutch. All motors for my year are D16xx. Even bouncing around a couple years. Is it maybe a motor that wasnt offered in the states?
Can someone elighten me further?
Is this motor rare?
d15b was never a USDM motor.

You have a JDM motor that used a d15 obd2 block just like a d16y7 or d16y8 and used a d16y5 style head.

What exactly are you needing to get that you are having trouble with?
 

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Discussion Starter #8
And shouldnt it be like D15B#?
The only D15B's I find with no number after B is non v-tec.
What year, model and country were these engines available?
This has me so confused and hoping there is no issues in the future. Gonna go to parts house one day looking for a D15B-specific part and look stupid.
Could it possibly be a D16Y5 head on a D15B block? If so, that would make perfect sense to me. Otherwise, I feel Im still missing out on some info.
May start keeping my eye open for an original D16Y8 and swap it one day. Then i KNOW EXACTLY whats under the hood.
 

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Discussion Starter #9
Correction. I found D15B VTec and non VTec. But the VTec version is 16 valve, not 12-16v like the VTec-e or 3 stage VTecs specify.

Maybe im asking questions that dont really need to be asked :p
 

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Discussion Starter #10
Copy and Paste from WIKI

D15B VTEC
Found in:
1992–1995 Honda Civic Vti (Japanese Market)
1992–1998 Honda CRX DelSol (Japanese Market)
Bore and Stroke: 75.0 × 84.5 mm
Displacement: 1,493 cc (91.1 cu in)
Rod Length: 137 mm
Rod/Stroke: 1.63
Compression: 9.3:1
Power: 130 PS (96 kW; 128 hp) at 6,800 rpm[7]
Torque: 14.1 kg·m (138 N·m) at 5,200 rpm[7]
VTEC Switchover : 4,600 rpm
Redline: 7,200 rpm
Rev-limiter: 7,200 rpm
Valvetrain: SOHC VTEC (4 valves per cylinder)
Fuel Control: OBD-1
Head Code: P08
ECU Code: P08 (small case ECU)***

D15B
See Non VTEC
Found in:
1995–1998 Honda Civic Ferio Vi (EK3, Japanese market)
1999-2000 Honda Civic Vi-RS
Bore and Stroke :75,0×84,5 mm
Displacement : 1,493 cc (91.1 cu in)
Rod Length : 137 mm
Rod/Stroke : 1.62
Compression : 9.3:1
Power : 130 PS (96 kW; 128 hp) at 7,000 rpm[8]
Torque: 139 Nm at 5,300
Redline : 7,200 rpm
Valvetrain : SOHC, four valves per cylinder
Connecting rod length : 137 mm
Connecting rod big end diameter : 48 mm
Fuel Control : OBD2a
Head Code : P2J-07
ECU Code: P2J (small case ECU)*** AUTO CVT: P2J-J63*** MT P2J-003*** & ***MT P2J-J11***
Piston code : P2J

Compared to:
D15Z1
VTEC-E
Found in:
1992–1995 Honda Civic VX
1992–1995 Honda Civic VEi (European Market)
Displacement : 1,493 cc (91.1 cu in)
Bore and Stroke : 75 mm × 84.5 mm (2.95 in × 3.33 in)
Rod Length : 137 mm
Rod/Stroke : 1.62
Compression : 9.3:1
Power : 90 hp (67.1 kW, 91.3 ps) at 5,600 rpm (92 hp at 5,500 rpm; USDM)
Torque : 98 lb·ft (13.5 kg/m, 133 Nm) at 4,800 rpm (97 lb·ft at 3,000 rpm; USDM)
Valvetrain : 12-/16-valve SOHC VTEC-E (USDM- Lean Burn Federal Emissions 49 State) (3-4 valves per cyl depending on engine speed)
VTEC Switchover : 2,500 rpm
Fuel Control : OBD-1 MPFI
ECU Code : P07
Head code: PO7-1

OR

D15Z3
VTEC-E
Found in:
1995–1997 Honda Civic MA9 (European Market)
Displacement : 1,493 cc (91.1 cu in)
Bore and Stroke : 75 mm × 84.5 mm (2.95 in × 3.33 in)
Rod Length : 137 mm
Rod/Stroke : 1.62
Compression : 9.3:1
Power : 90 hp (67.1 kW, 91.3 PS) at 5,500 rpm
Torque : 98 lb·ft (13.5 kg/m, 133 Nm) at 4,500 rpm
Valvetrain : SOHC VTEC-E (3-4 valves per cylinder depending on engine speed)
VTEC Switchover : 3,000 - 3,800 rpm (depending on engine load)
Fuel Control : OBD-1 MPFI
ECU code : P1G
Redline : 6,000 rpm
Fuel cutout : 6,300 rpm
 

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You have a JDM engine. The D15BX engine stamps were only for foreign markets. Inside Japan the X was not used on the engine stamp. You have a JDM D15B three stage VTEC.
 

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And shouldnt it be like D15B#?
The only D15B's I find with no number after B is non v-tec.
What year, model and country were these engines available?
This has me so confused and hoping there is no issues in the future. Gonna go to parts house one day looking for a D15B-specific part and look stupid.
Could it possibly be a D16Y5 head on a D15B block? If so, that would make perfect sense to me. Otherwise, I feel Im still missing out on some info.
May start keeping my eye open for an original D16Y8 and swap it one day. Then i KNOW EXACTLY whats under the hood.
d15b was never a USDM motor.

You have a JDM motor that used a d15 obd2 block just like a d16y7 or d16y8 and used a d16y5 style head.

What exactly are you needing to get that you are having trouble with?
The d15b came in many variations including non-vtec, single stage v-tec and dual stage v-tec and were not offered in the US. Your motor is exactly what I said above, a d15b. Treat it like a d15 block with a d16y5 head, that is how you will have to order parts, trick thing comes when you do a timing belt and have to order one for when you do a mini me (like a d15b7 block with they y-series head).

So just to let you know the d15b was used (in different variations throughout) from 88-00 IIRC.
 

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Discussion Starter #13
Thanks AutoXCivic. That was a great answer for me.

Tho, BeerDrinkin was a huge help as well.

Any of you guys know what car/civic sub model this motor was available in?
And why would anyone swap out to this motor?
Any idea on value?
 

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Discussion Starter #14
Exactly how would I order a timing belt?
And whats a mini-me?
There is a tag on the timing cover for Gates Saying the t-belt is due at 135K
 

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People swap these non USDM motors in because they are usually low mileage and don't need anything major done to them and come complete and can be had for cheap.

Value is dependent on many things, including condition and what parts are included with it and the demand in your area. Honestly though the dual stage vtec in those years is more of an economy engine and requires a specific computer to run it properly (lean burn mode) and to make the v-tec activate properly. The proper ECU may cost as much as the motor as they are rare to find an ECU for one, especially in manual trans.
 

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Discussion Starter #16
Well mine runs just fine. MPGs are great and still hauls a** if i ask it too. Got it to about 118mph On I-10 between Crowley and Jennings one day. Was keeping pace with a v6 camaro. Now, idk if he was all the way down or not. But i can still average just over 42mpg if i watch how i drive. Did notice my long term fuel trims to stay between -8.0 and -10.2... Not too worried about that tho. Not until I see a CEL.

Seriously guys, Thanks. Yall have been patient and id buy yall each a 6 pack if we lived close.
 

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Couldn't he do an OBD1 converstion and run it off a Z1 ecu, at least if he wanted properly sorted three stage VTEC w/lean burn? Or are there two many differences between the three stage vtecs between OBD1 and 2.

Just spitballin' like the noob I am here.

Just out of curiosity what ECU do you have running it?

Proper timing belt ... someone else is going to have to chime in here. I've got nothing. NInja Edit: Guess Mr. Drikin' already got to this one.

To answer your mini-me question. In the "D world" it's taking the head off of a D16 (typically a Z6 or Y8) and plopping it onto a D15 block ... creating a "mini" version of the D16. Or I suppose more appropriately it's the d version of a LS/VTEC ... taking a VTEC head an swaping it onto a previously non-vtec block.
 

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Easiest way to tell what timing belt to put on it is count the teeth on the one you have. I just don't know as much about the obd2 d15b as I do the obd1 version. As for switching his to ODB1 well... IDK how well it would work. Also if he happens to be in a nazi state where they check emissions then it will fail right away.

Where you live at, I may come collect that six pack one day, you see my name right?
 

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Discussion Starter #19
Easiest way to tell what timing belt to put on it is count the teeth on the one you have. I just don't know as much about the obd2 d15b as I do the obd1 version. As for switching his to ODB1 well... IDK how well it would work. Also if he happens to be in a nazi state where they check emissions then it will fail right away.

Where you live at, I may come collect that six pack one day, you see my name right?
No emissions where im at.
The ecu is original? Its a P2P... Sound right?
And im living near Lake Charles, LA. So yea, If ever you are nearby...
 
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