so far i put projector headlights,carbonfiber spoon morriors,taillights,front trut bar,skunk2 short shifter.i drop it 2 1/2 inchs.Cold air intake with K&N air filter  i got skunk2 camber kit and lowing springs.an 2"custom Exhaust. jdm D15B W/LSD tranny. i had the mighty d15b8 70hp beast intel it die. ya i got a list of stuff i still
need(WANT)try to build it for a turbo i got along way to go. i want get the motor done first before body work.


                             
                                    The VTEC-D15B engine

In the mid 1980s, Honda's top engine in the Civic was the DOHC ZC delivering 130ps and redlining at a high 7200rpm. This engine powered the top Honda Civic models; the EF6 & EF7 Civic/CRX Si. In 1989, Honda invented VTEC, implementing it first in the DA6 Integra RSi & XSi in April and followed by the EF8/EF9 CRX/Civic SiR towards the end of that year. Honda continuously refined VTEC and migrated it to other engines and one of the first benefactors was the D15B.

The D15B has always been in the shadow of its larger, more powerful 1.6l brothers. When the DOHC ZC was the top engine, the D15B came in both single and double carb'ed SOHC versions, the dual-carb version delivering as high as 105ps in the CRX 15X. When VTEC became available, two versions of VTEC D15Bs were developed for the EG-series (1991-1995) Civic. One is the well-knowned VTEC-E which delivered an incredible 20+km/l mileage. The other is the VTEC D15B, a power implementation. The VTEC D15B is a very significant engine variant because Honda used VTEC to make it possible to generate as much power as a DOHC design from its SOHC configuration. Thus the VTEC-D15B generates 130ps and redlines at 7200rpm, ably replacing the DOHC ZC design despite having 100cc less displacement and one cam-shaft less !

Also frequently overlooked is the fact that with 130ps from 1.5l, the specific output of the VTEC D15B is 87ps/l which actually compares favourably with the larger capacity DOHC VTEC designs such as the BB1 Prelude's H22A. The specific output of the VTEC D15B is in fact higher than the 190ps version of the H22A used on the previous generation Accord SiR !

For the 1995 EK3 Civic, the evolution of the D15B culminated in the now famous 3-stage VTEC implementation, a merging of the earlier VTEC-E and power-VTEC variants. Thus we now finally get power and economy in one great engine; incredible as it seems, on the 3-stage VTEC D15B, Honda actually delivered the best of both worlds.
D15B-powered Civics are the most popular variants of the Civic range because they offer good performance as well as great practicality and VTEC D15B versions are the cream. Being the 2nd ranked model, they are also significantly cheaper than the top-ranked Civic SiR and are very well-equipped. In the previous EG-generation, the VTEC-D15B powered the 3-door EG4 VTi and the 4-door EG8 Ferio VTi.

EG4 and EG8s are true 5-seaters with suspensions designed for soft and comfortable rides. The VTEC-D15B engine is a 16-valve SOHC design with a displacement of 1493cc and uses the PGM-Fi fuel injection system. It develops a high 130ps at 6800rpm with max torque of 14.1kgm at 5200rpm. With the manual transmission, the VTEC-D15B uses a 4.25 final drive ratio with 1st and 2nd gear ratios of 3.25 and 1.9 respectively.

These are actually very high gear ratios and helps give manual EG4 & EG8 a preppy performance. The automatic version uses the same final drive and 1st gear ratios as the automatic B16A but uses more docile ratios from 2nd gear onwards giving automatic EG4 & EG8s a relaxing long distance cruising characteristic.
Don't let the SOHC configuration fool you, the tach red-lines at very high 7200rpm and the effect of the wild-cam is obvious when VTEC cuts in. While the pull is not as maniacal as the B16A, the increased urge of the engine can still be clearly felt.

One feature of the D15B often misunderstood due to its SOHC configuration is that being a power-VTEC implementation, the engine is designed for high air-flow and very high rpm operation. Thus while the capacity is only 1493cc, the tuning potential of the VTEC-D15B could in fact be high. In later articles in 'Beyond Stock', I hope to take a look at the potential for upgrading the power of the D15B by using simple drop-in mods.
                                         D15B Spec
                                  Displacement (cc): 1493
                                  Power (bhp@rpm): 130@6800
                                 Torque (tor@rpm): 110@5200
                                  Compression Ratio: 9.6:1
                                        Bore (mm): 75
                                       Stroke (mm): 84.5
                                        Cam Design: sohc
                                            VTEC?: yes
                                              OBD:1