Hi ZTH members ... I'm keen on knowing the potential of a D-series engine ... unlike in the states ... most of the honda's there are still running with these engines .. either built N/a to turbochanged ... i own an EK3 which i brought back from HK when i was there ... It comes with a D15Z7 aka D15B engine ... unlike most of the 1.6L EK's in M'sia mine is a 1.5L ... i found some info on the net ... and reading from the D-series websites on the net .. they love this engine and are saying that it has alot of potential ... problem is ... i've yet to find a workshop that has done a D-series buildup ... apart from PnP/exhaust/CAI. All workshop malas layan when i say single cam ...
Yes i know that swapping a B engine is a good platform but i find no reason to change something that's still in very good cond.
I'm sure it would be rude to tell a pomen to read some post of how those guys in the US build the D-series ... So i won't even bother ...
Has anyone here ever tried to mod a D-series engine ?? results ?? satisfaction ??
p.s. i found this on the net.
Yes i know that swapping a B engine is a good platform but i find no reason to change something that's still in very good cond.
I'm sure it would be rude to tell a pomen to read some post of how those guys in the US build the D-series ... So i won't even bother ...
Has anyone here ever tried to mod a D-series engine ?? results ?? satisfaction ??
p.s. i found this on the net.
FOR (stock) HPs
D15B (D15z7) D16z6
FOR MPGs
D15B (D15z7) D16y5
Alright, now that I got that out of the way, here's for the "intelligent talk"
There is such a massive amount of confusion surrounding this engine, mostly because of the confusion with the OBD1 D15B (Maybe the "engine naming guy" at Honda Japan wasn't there that day?), and because of the complexity of the entire system.
I would like to start referring to this engine as the D15z7 (its EDM designation)...i hope this catches on. "3-stage VTEC" or whatever is too cumbersome.
Due to this complexity, this engine is neglected by tuners, regarded as an "economy engine".
BEFORE you judge it, PLEASE become educated. I LOVE this engine, and I think with a little work, it could be a FANTASTIC DD engine. Sure, it ain't no GSR or B16, but this engine uses a LOT of fantastic technologies, and should at least be regarded as what it is.
So, basically, its a 130HP, single cam engine that uses BOTH VTEC and VTEC-E. Here are some basic Stats and background info:
D15B 1.5l SOHC VTEC
And another easy-to read site:
Cause For Alarm ver6.EG - 3 Stage VTEC JDM D15B
D15Z7
3-stage VTEC
Found in:
1996-1999 Honda Civic VTi EK3 and Ferio Vi
Displacement : 1,493 cc (91.1 cu in)
Bore and Stroke : 75 mm × 84.5 mm (3.0 in × 3.3 in)
Rod Length : 137 mm
Rod/Stroke : 1.62
Compression : 9.6:1
Power : 128 hp (95.4 kW, 130 ps) @ 7000 rpm
Torque : 102 ft·lbf (14.2 kg/m, 139 Nm) @ 5300 rpm
Valvetrain : SOHC VTEC (3-4 valves per cylinder, depending on rpm)
VTEC Switchover : 3k±200rpm (12-16v crossover) rpm 6000±200rpm (Aggressive cam)
Fuel Control : OBD-2 MPFI
ECU Code : P2J
Basically, its a D16y5 VTEC-E system combined with a D16y8 VTEC system. operating in the SAME engine.
THE TECHNOLOGY
Because we all know what regular VTEC does, i'm not going to go into that, but i'm going to give a quick lesson on VTEC-E.
SWIRL: its what's for breakfast.
Swirl is the pheonomenon that a jetstream of fresh air/fuel mixture circulating around the combustion chamber does not allow the atomized particles to "clump up", and therefore promotes a VERY homogeneous mixture inside the combustion chamber. Because of this fantastic mixing, the fuel is more completely and efficiently burned.
So because the fuel is used more efficiently, less of it is required for combustion. Therefore the A/F ratio can be as high as 20:1 with no decrease in performance or threat of detonation.
During the first phase of the valve operation, one intake valve opens (technically both open, but the second one is such a small lift we can pretty much disregard it in a theoretical discussion), and the intake air can SWIRL in and bask in its efficiency and awesomeness.
In higher RPMs (above 3k), the single valve cannot flow the intake A/F mixture into the combustion chamber fast enough, so 16V operation takes over (pretty much "normal" operation for a standard VTEC motor)
Then, in even HIGHER rpms, VTEC happens and that's where we get the highest hp numbers.
So now that the technolgy is covered, Let's talk about the engine itself
The trickiest thing about this engine is the tuning. Because of the multitude of valve operations, the ECU programming is complex. The P2J ecu is OBD2, so you can only run that with a stock-ish engine.
A standalone system is the only thing that could possibly do this engine justice, but an IMMENSE amount of tuning and dyno time is necessary to squeeze the full potential from the engine.
I know there are quite a few people out there who have gotten this engine to work. Mostly on their own. If we can unite all the knowledge under one thread, i'm sure we can crack down on unlocking the awesome potential of this engine.
There's much more to come with this, but for now, That's all i got time for.
I am by no means a D15z7 expert. there are a LOT of people out there who can illuminate much more about this engine. I hope you guys can add whatever CONSTRUCTIVE info about this engine.
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