first of all I don't consider myself a D series champ but just wise in the ways of the D-series lol :P
Salam!
Walekum-as-salaam
Q1:I hv following questions..Plz make it clear to me
sure why not!
a)What is the diffrence between d15b and d15b 3stage vtec ?
Answer=The main difference is between the VTEC actuation of the two engines
I could bore you with details but to make a long story short
the 1992-1995 OBD1 D15B (head code P08, ECU P08) runs on 16-Valve mode till the 4800 rpm point where as after that it switches over to the agressive VTEC cam profile to a redline of 7200 rpm till the fuel cut arrives at 7411 rpm
this is known as a two stage VTEC head (actuation of it) and is a very good engine from a tunability point of view (Y)
on the other hand the 1996-2000 D15B VTEC(also known as the D15Z7 in the US) , 3-Stage VTEC has a slightly different VTEC actuation mechanism mainly promoting good fuel economy
on low rpms on a 3-stage VTEC system the engine runs on 12-Valve mode from 0 rpm to 2600 rpm (one intake valve does not open promoting better fuel atomization this 12-Valve mode where one intake valve is closed is known as a VTEC-E mechanism (VTEC economy)
observe the VTEC-E picture and how it induces the swirl effect
after this comes the 2nd stage starting from 2600 rpm to 4800 rpm where the 16 valve mode is activated in the 16 valve mode the VTEC solenoid is powered up locking the intake valves to the primary cam lobe. The engine's demand for air is higher so a larger, less restrictive air passage is required to maximize volumetric efficiency.
after this come the third (3rd) and the final stage which kicks in at 4800 rpm to a redline of 7200 rpm to a till the fuel cut kicks in at 7500 rpm.
This is the true VTEC stage where the agressive lift and duration camprofile in engaged on all intake valves only, the intake valves that were previously locked to the primary lobe are now locked to the mid lobe which opens earlier, stays open longer, opens higher, and has more overlap with the exhaust valve. This increases air flow in the high load/RPMs and broadening the power band even further.
that is main difference in between the D15B and the 3-stage D15B plus the OBD1 D15B (2-stage is better from a tuanbility point of view as i will expalin in the other question you posed.
b)Whose power rating is high in terms of performance?
Answer= in a word it has to be the 1992-1995 D15B (P08)
just by being OBD1 (onboard diagnostic 1 compliance)
you can basically burn or write a new chip for it using an EP-ROM burner and an EP-ROM chip because this ECU runs a EP-ROM which can be changed to a high performance one specifically calibrated to suiting your setup exactly. like (low cam and VTEC cam fuelling and ignition timing, VTEC crossover point, rev limit, and launch control etc)
c)How can i judge if a engine is normal d15b or a 3stage vtec?
Answer=you can easily judge it by looking at the placement and number of the VTEC solenoids
JDM 1992-1995 OBD1 P08 D15B's have 1 VTEC sloenoid
and the 1996-2000 OBD2 3-stage have 2 VTEC solenoids as shown by the pictures
also the intake manifold on the 3-stage VTEC is bigger the ECU and the head codes are different
ECU code for manual transmission 3-stage D15B =P2J-003 (OBD2a), P2J-J11 (OBD2b)
and the head code is P2J-xxx
and the 1992-1995 2-stage VTEC D15B has the head code P08 and the ECU code P08 (P28 can also be used)
[I]
d)Is dual Vtec and 3stage vtec a same ?
[/I]Answer=in a word NO!, refer to question 1 for details.
E)I hv a gear box wd a code s40 will it works wd d d15b???
Answer= YES!.
f)What is the diffrence between S40 and S20 gearbox? Are both applicable wd a d15????
Answer=the S40gearbox came on the D16Yx engine has aluminium shift forks and some what shorter ratios (NA builds) (d16y6,y8 etc) and has the following gear ratios S40 ( D16Y SOHC VTEC 1996-2000)
1st gear Ratio 3.25
2nd gear Ratio 1.909
3rd gear Ratio 1.25
4th gear Ratio 0.909
5th gear Ratio 0.702
Final Drive Ratio 4.25
the S20 was the transmission on the 92-95 civics and has steel shift forks .
and has the following gear ratios ARE FOR A D15B,D16Z6 from 1st to all the way to the final drive ratio.
<table border="1" cellspacing="1" height="101" width="487"><tbody><tr><td align="center" height="21" width="10%">3.250</td> <td align="center" height="21" width="10%">1.900</td> <td align="center" height="21" width="10%">1.250</td> <td align="center" height="21" width="10%">0.909</td> <td align="center" height="21" width="10%">0.750 Si HB & Del Sol Si / 0.702 for 2dr & 4 dr</td> <td align="center" height="21" width="10%">3.153</td> <td align="center" height="21" width="10%">4.250</td></tr></tbody></table> 1st 2nd 3rd 4th 5th reverse final drive
and these are the ratios for the S20/A0000(D15y5, D15b7) transmission
<table style="border-collapse: collapse; width: 100%;" cellpadding="2" cellspacing="1"><tbody><tr><th style="background: rgb(241, 241, 241) none repeat scroll 0% 50%; -moz-background-clip: -moz-initial; -moz-background-origin: -moz-initial; -moz-background-inline-policy: -moz-initial;">
</th><th style="background: rgb(241, 241, 241) none repeat scroll 0% 50%; -moz-background-clip: -moz-initial; -moz-background-origin: -moz-initial; -moz-background-inline-policy: -moz-initial;">Engine Counter Part</th><th style="background: rgb(241, 241, 241) none repeat scroll 0% 50%; -moz-background-clip: -moz-initial; -moz-background-origin: -moz-initial; -moz-background-inline-policy: -moz-initial;">1st Gear</th><th style="background: rgb(241, 241, 241) none repeat scroll 0% 50%; -moz-background-clip: -moz-initial; -moz-background-origin: -moz-initial; -moz-background-inline-policy: -moz-initial;">2nd Gear</th><th style="background: rgb(241, 241, 241) none repeat scroll 0% 50%; -moz-background-clip: -moz-initial; -moz-background-origin: -moz-initial; -moz-background-inline-policy: -moz-initial;">3rd Gear</th><th style="background: rgb(241, 241, 241) none repeat scroll 0% 50%; -moz-background-clip: -moz-initial; -moz-background-origin: -moz-initial; -moz-background-inline-policy: -moz-initial;">4th Gear</th><th style="background: rgb(241, 241, 241) none repeat scroll 0% 50%; -moz-background-clip: -moz-initial; -moz-background-origin: -moz-initial; -moz-background-inline-policy: -moz-initial;">5th Gear</th><th style="background: rgb(241, 241, 241) none repeat scroll 0% 50%; -moz-background-clip: -moz-initial; -moz-background-origin: -moz-initial; -moz-background-inline-policy: -moz-initial;">Reverse</th><th style="background: rgb(241, 241, 241) none repeat scroll 0% 50%; -moz-background-clip: -moz-initial; -moz-background-origin: -moz-initial; -moz-background-inline-policy: -moz-initial;">Final Drive</th></tr><tr><td class="row2">
</td><td class="row2"> D16Y5
D15B7
</td><td class="row2">3.250</td><td class="row2">1.782</td><td class="row2">1.172</td><td class="row2">0.909</td><td class="row2">0.702</td><td class="row2">3.153</td><td class="row2">3.722
</td></tr></tbody></table>
S20/A000 transmission(D15Y5, D15B7) has taller gear ratios ideal for turbos.
I personally like the S40 gearbox but S20 is also good both can work just fine on the D15B as long as you stay below 250whp (estimated) after which stronger LSD transmissions are a must
g)What is the function of MSD ignition....is the thing usefull in d15b engine..if yes then whch MSD will b suitable...6al or sum other...
Answer= MSD is for multiple spark discharge used when running a seriusly high spec NA and turbo setup to burn the super rich mixtures in the mentioned cases
but a Honda ignition system has been shown to be good for about 400bhp
so if you want the the ignition system upgraded you should go for a MSD 6AL but even if you don't things will still be fine.
h)What are the stuff used in Naturally aspirated setup other then the common stuff like intake,plugs,ground wirng,imbolizer, etc... Plz state wd its work... means how the thing helps in increasing the performance as well as the response...???
Answer= the anwer to this question is quite long.............why?
Naturally Aspirated tuning requires a very different approach and the expexcted gains can be quite unexpected (less than lets say by just spending a like 25-45k on a turbo setup gives more horsepower but on a NA build things wouldn't be so easy , breaking the 200hp mark on a NA D-series is quite a task on itself but by bolting on a turbo it can be easily managed...................
and a couple of things
what are your power goals?
why do you want to stick with the D-series (D15B)?
what or how much is your budget?
what sort of fuel will you be using (hi-octane only or a daily runner?)
plus what sorts of parts are you willing to import etc etc
Note [I]:The main Scenario of the above stated questions is tht i want a performance setup for ma civic in 1.5ltrs category without using FORCE INDUCTION Setup
[/I]Answer=It can be done but you have to provide the necessary details first.Thank you.