Honda D15 engine characteristics
| Characteristics | Value |
|---|---|
| Engine make | D15 |
| Years of manufacture | 1984-2006 |
| Cylinder block material | Aluminum |
| Power system | Carburetor/injector |
| Type | Readiness |
| Number of cylinders | 4 |
| Valves per cylinder | 2/3/4 |
| Piston stroke, mm | 84,5 |
| Cylinder diameter, mm | 75 |
| Compression ratio | 8,7-10 |
| Engine displacement, cc | 1493 |
| Power, hp/rpm | 60-130/5500-7000 |
| Torque, Nm/rpm | 99-138/3500-5200 |
| Fuel | 92/95 |
| Environmental standards | Up to Euro 2 |
| Engine weight, kg | 140 |
| Fuel consumption (city) | 7,7 l/100 km |
| Fuel consumption (highway) | 5.2 l/100 km |
| Fuel consumption (mixed) | 6.5 l/100 km |
| Oil consumption | up to 1000g/1000km |
| Engine oil | 0W-20, 5W-30 |
| Oil volume in the engine | 3.3 liters |
| Fill change, liters | 3.0 liters |
| Oil change | Every 10000 km (better 5000) |
| Engine operating temperature | 90 deg. |
| Motor life (according to factory data) | Not available |
| Engine life (in practice) | 250-300 thousand kilometers |
| Tuning (potential) | 300+ hp |
| Tuning (no loss of resource) | Not available |
| Installable in | Honda Civic, Honda CRX, Honda Ballade, Honda Capa, Honda City, Honda Concerto |
Honda Civic D15B (A, Y, Z) engine troubleshooting and repair
Engine D15 – is a one and a half liter representative of the D series (D12, D13, D14, D16, D17, ZC) of Honda engines, which is based on an aluminum cylinder block with cast iron liners, camshaft one, but the number of valves 8, 12 or 16 (depending on the modification), the most popular and mass dvs series D15 – D15B 16-valve. The timing is belt drive, belt replacement is made every 100 thousand kilometers, in case of belt breakage, the D15B has bent valves. There are no hydrocompensators, valve adjustment is carried out every 40 thousand kilometers. Valve clearances on the D15B are 0.2 mm for inlet and 0.25 mm for exhaust valves. Fuel supply system – injector (the first models were carbureted), with time there was a system of variable phase distribution VTEC on the intake valves.
Since 2002, this motor was replaced by L15.
About the path of evolution of the D15 dvs read below.
Modifications of the Honda D15 engine
- D15A1 – the first engine of the series, carbureted, 12-valve, compression ratio 9.2, power 76 hp. Production was discontinued in 1987.
- D15A2 – 8-valve version with a compression ratio of 10 and 60 hp. Production was discontinued in 1987
- D15A3 – 12-valve motor with injector, compression ratio 8.7, 91 and 99 hp. Production ceased in ’87
- D15B – 16-valve carbureted (Dual Carb), later injector engine, compression ratio 9.2, 103 hp. Produced from 1988 to 2001. (The most massive motor in the series)
- D15B VTEC – analog of injector D15B with variable valve timing system VTEC, compression ratio 9,3, power 130 hp. It was produced from 1992 to 1998. Since 1995, a version with 3-Stage VTEC was produced.
- D15B1 – injector 8-valve, modified cylinder, compression ratio 9.2, power 71 hp. Produced from 1988 through 1991.
- D15B2 – 16-valve injector motor, CBC from D15B1, compression ratio 9.2, 92 hp. Produced from 1988 through 1995.
- D15B3 – 16-valve motor with carburetor, compression ratio 9.2, power 106 hp. Produced from 1988 to 1996.
- D15B4 – analog D15B3 with dual carburetor, power 101 hp. Production began in 1989, ended in 1993
- D15B5 – modified cylinder block, cylinder head, VTEC-E.
- D15B6 – 8-valve injector engine, CBC from D15B1, compression ratio 9.1, 62/72 hp. Produced from ’88 through ’91.
- D15B7 – 16-valve injector engine, Cylinder from D15B6, compression ratio 9.2, 103 hp. Produced from 1992 to 2000.
- D15B7 – 16V injector, compression ratio from D15B6, 103 hp.
- D15B8 – Injector engine, 8 valves, Freon from D15B6, compression ratio 9.1, 71 hp. Produced from 1992 to 1995.
- D15Z1 – 16-valve engine, injector, modified VTEC-E, different cylinder head, compression ratio 9,3, 90 hp. On the assembly line from ’92 to ’95.
- D15Z3 – analog of D15Z1, modified VTEC system, firmware. It was produced from 1995 to 1997.
- D15Z4 – 16-valve engine with modified pistons and cylinder head, power from 90 to 105 hp. Years of production: 1994-2000.
- D15Z6 – analog D15Z4, modified head, VTEC, compression ratio 9.6, power 114 hp. Production from 1995 to 2000.
- D15Z7 – D15Z6 analog, Lean Burn system, modified VTEC system, 130 hp. Produced from 1996 to 1999.
- D15Z7 – analog D15Z6, Lean Burn system, modified VTEC system, 130 hp.
- D15Z8 – D15Z6 analog, slightly shifted VTEC system, slightly modified block head. Produced from 1997 to 2000.
- D15Z8 – analog of D15Z6, slightly shifted VTEC system, slightly tweaked head.
- D15Y3 – 16-valve engine, injector, without VTEC, 117 hp. Production: 2001-2006
- D15Y4 – analog of D15Y3 with VTEC-E.
D15 weak points, faults and their causes
- Crankshaft pulley. Crankshaft pulleys often break on the D15B, the problem is solved depending on how it happened, from pulley replacement to crankshaft replacement.
- Swimming RPMs. The phenomenon is infrequent, but it happens, the typical cause is contamination of the sensor (valve) of the throttle and idle speed. Cleaning will save, if it does not help, look at the oxygen sensor (lambda-probe).
- Exhaust manifold. Diesel sound on a D15B is a sign of a crack in the exhaust manifold, check it out. Welding won’t save it, it will burst nearby, look for a contract manifold or alternatives.
In addition, on D15B often die tramblers, the engine begins to twitch, all sorts of dullness, refuse to start and so on. Lambda probes are not too durable, the oil pressure sensor can periodically leak, in principle, the engine itself has no significant shortcomings and with proper maintenance is reliable as a hammer, and the bulk of the problems associated with the age of the motor. Resource D15B decent, up to 250 thousand kilometers of problems should not be, pour good oil and will work long and trouble-free.
Tuning Honda D15B engine (A, Z, Y)
Atmospheric
Vegetable versions of D15 tuning is simple: put and ported cylinder head from D15B VTEC 130 strong, channels are combined, organized simple cold intake, 60 mm throttle, sports receiver, evil camshaft from D16 (BrianCrower, Skunk2, COMPCams, etc.) with phase 272+, springs, cut pinion, exhaust on 51 mm pipe with spider 4-2-1, all the tinsel is tuned on Janvar. At the output we will get more than 160 hp, you can put the shaft poslehe, spider 4-1 and friend 4-throttle intake from Toyota Levin with our D15B, as a result we will get even more power, prohibitive revs, will require work on balancing … In general, a lot of money will be buried, and in the end we will get a crate, not quite suitable for urban use and not too fast.
Turbine on D15B (A, Z, Y)
This is a pretty good option to increase the power of standard D15B, looking for an inexpensive turbo kit with intercooler, hang on a standard piston, valbro 255 pump, 440 ss injectors, exhaust on 63 mm pipe, tuning on Yanvar (or what is more convenient), in the end we blow no more than 0.5 bar and get about 200 hp. Over time, such a motor (on a standard piston) falls apart, we change it to a contract engine D15B and drive on.
Of course, you can put a forged piston on a smaller degree, blow more, but on a one and a half volume is not far away and fanatically squeeze the last juices out of it is not rational. If you really want power, you will be saved by welding the engine B20 with its subsequent turbocharging.
ENGINE RATING: 4+