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In 1984, Honda launched the manufacture of D15A motor, the debut engine from the D-series, for its CRX automobile. Having the block height of 207 mm, this 1.5L engine featured aluminum cylinder block and cast iron sleeves. Its other characteristics comprised stroke crankshaft of 85.5 mm, pistons of 74 mm and connecting rods of 134 mm.
Cylinder block contained single overhead camshaft without VTEC variable valve timing with three valves for each cylinder. The further motor versions included a head with eight and sixteen valves. Moreover, some engines gained the VTEC system.
In D15 motors, a timing belt must be substituted after 60,000 miles are run. Furthermore, valves require adjustments after 24,000 miles are run.
D15B kept 0.2 mm intake valve clearances, while exhaust valves had 0.25 mm clearances. The primary modifications utilized carburetors. Later, these motors were supplied with electronic injection system. The engine’s firing order was 1-3-4-2. The throttle body had the diameter of 56 mm. Fuel Injectors had the displacement of 240 cc.
Simultaneously with D15, Honda produced D12, D13, D14, D16, D17 and ZC engines.
In 2002, D15 was substituted with L15 motor.
Honda D15B Specs
|Manufacturer||Honda Motor Company|
|Also called||Honda D15|
|Cylinder block alloy||Aluminum|
2 valves per cylinder
3 valves per cylinder
4 valves per cylinder
|Piston stroke, mm (inch)||84.5 (3.33)|
|Cylinder bore, mm (inch)||75 (2.95)|
|Displacement||1493 cc (91.1 cu in)|
|Power output||46 kW (63 HP) at 4,400 rpm
52 kW (71 HP) at 4,500 rpm
67 kW (92 HP) at 5,500 rpm
76 kW (103 HP) at 5,900 rpm
78 kW (105 HP) at 5,800 rpm
84 kW (114 HP) at 6,500 rpm
85 kW (116 HP) at 6,500 rpm
89 kW (122 HP) at 6,400 rpm
95 kW (130 HP) at 6,800 rpm
95 kW (130 HP) at 7,000 rpm
|Torque output||113 Nm (83 lb·ft) at 2,200 rpm
113 Nm (83 lb·ft) at 2,800 rpm
133 Nm (97 lb·ft) at 3,000 rpm
133 Nm (97 lb·ft) at 5,000 rpm
140 Nm (103 lb·ft) at 4,200 rpm
134 Nm (99 lb·ft) at 5,400 rpm
134 Nm (99 lb·ft) at 4,500 rpm
150 Nm (110 lb·ft) at 4,800 rpm
138 Nm (102 lb·ft) at 5,200 rpm
139 Nm (102 lb·ft) at 5,300 rpm
7,200 (D15B VTEC)
|HP per liter||42
|Weight, kg (lbs)||140 (310)|
|Fuel consumption, L/100 km (mpg)
|Oil consumption , L/1000 km
(qt. per miles)
|up to 1.0
(1 qt. per 600 miles)
|Recommended engine oil||5W-30
|Engine oil capacity, L (qt.)||3.5 (3.7)|
|Oil change interval, km (miles)||5,000-10,000
|Normal engine operating temperature, °C (F)||90 (194)|
|Engine lifespan, km (miles)
-No life span loss
- 1988 Honda CRX 1.5X (rare)
- 1990 Honda Civic 25XXT Formula (Japanese Market)
- Honda Civic Ferio MX (Japanese Market) EG8
- 1998–2001 Honda Capa GA4 (Japanese Market)
- 1988-2001 Honda Civic SH4 EF1
- D15A1 – the first engine in series, carburetor, 12 valve, 9.2 compression ratio, the power is 76 hp. Produced until 1987.
- D15A2 – 60 hp 8-valve version with 10 to 1 compression ratio. Production was stopped in 1987.
- D15A3 – 12 valve engine with fuel injection, compression ratio – 8.7. Its power is 91 hp and 99hp.
- D15B – 16 valve carburetor (Dual Carb), electronic injection later, compression ratio is 9.2:1, the power of 103 hp. The engine was in production from 1988 to 2001. (The most mass engine in the D-series).
- D15B VTEC – the analog on injection D15B with VTEC, compression ratio now is 9.3, the power is 130 hp. Produced from 1992 to 1998. Since 1995 the engine has 3-Stage VTEC.
- D15B1 – 71 hp 8 valve fuel injection engines with changed connecting rods and pistons, compression ratio is 9.2. The production was from 1988 to 1991.
- D15B2 – 16 valve version of D15B1 produced 92 hp. It was produced from 1988 to 1995.
- D15B3 – 16 valve engine with a carburetor. CR is 9.2, and power is 106 hp. Produced from 1988 to 1996.
- D15B4 – the same D15B3 with dual carburetors, power is 101 hp. The production began in 1989 and ended in 1993.
- D15B5 – new pistons and conrods, cylinder head, VTEC-E.
- D15B6 – 8 valve engine with pistons and rods from D15B1, 9.1 compression ratio, 62/72 hp. Produced from the 1988 to the 1991.
- D15B7 – 16 valve version of D15B6, the power of 103 hp. Produced from 1992 to 2000.
- D15B8 – 8 valve fuel injection engine, 9.1 compression ratio.
- D15Z1 – 16 valve engine, fuel injection, modified VTEC-E, another pistons, compression ratio is 9.3, 90 hp. 1992-1995 years.
- D15Z3 – analog of D15Z1, the new VTEC system firmware.
- D15Z4 – 16 valve engine with modified pistons and cylinder head. The power is from 90 to 105 hp. Production Years: 1994-2000.
- D15Z6 – analog of D15Z4, modified head, VTEC, 9.6 compression ratio, 114 hp. Production is from 1995 to 2000.
- D15Z7 – analog of D15Z6, system Lean Burn, modified VTEC system, 130 hp. It was produced from 1996 to 1999.
- D15Z8 – analog of D15Z6, slightly changed VTEC system and cylinder head.
- D15Y3 – 16 valve VTEC engine, 117 hp. Production: 2001-2006.
- D15Y4 – analog of D15Y3 with VTEC-E.
Honda D15B Engine Problems and Reliability
Motor often faces troubles with crankshaft sheaves damage. Depending on how it occurred, either sheave or crankshaft must be substituted.
Motor revs float. Though it’s not a common problem, it still may occur due to unclean throttle valve and sensor (valve) of idle. Thus, cleaning is required. Besides, examine the oxygen sensor (lambda probe).
In case you hear the diesel noise, exhaust manifold may have a fracture. Welding won’t be a long-lasting resolution. It’s better to acquire a pre-owned or aftermarket manifold.
D15B features unreliable distributors, which may cause motor shaking or even failure to start.
Notwithstanding these imperfections, the motor is rather durable and powerful. It can run for more than 150,000 miles (250,000 kilometers) with no faults. But, today, it’s pretty hard to find this motor with small run.