The Honda D15B2 is a 1,493 cc, inline‑four naturally aspirated petrol engine produced between 1988 and 1995. It features a single overhead camshaft (SOHC) layout with 16 valves and Honda's PGM‑FI fuel injection system. This configuration delivered approximately 85 kW (116 PS) and 132 Nm of torque, providing a balance of economy and spirited performance for its class.
Fitted primarily to the fourth and fifth-generation Honda Civic (EF/EG chassis) and CRX models, the D15B2 was engineered for responsive handling and efficient commuting. Emissions compliance for its production period was managed through precise fuel metering and ignition control, meeting the applicable standards for European and other international markets at the time.
One documented service consideration involves the distributor ignition system, where internal wear can lead to erratic timing or misfires. This is addressed in Honda Service Bulletin 90‑075, which details inspection procedures and recommends replacement of the distributor assembly for persistent ignition faults.
Honda
Production years 1988–1995 meet the emissions standards applicable for their respective model years and markets (VCA UK Type Approval #VCA/EMS/5682).
The Honda D15B2 is a 1,493 cc inline‑four naturally aspirated petrol engine engineered for compact hatchbacks and coupes (1988-1995). It combines SOHC 16-valve architecture with PGM-FI electronic fuel injection to deliver responsive, economical performance. Designed to meet the emissions regulations of its production era, it prioritizes simplicity, driver engagement, and ease of maintenance.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,493 cc | |
| Fuel type | Petrol | |
| Configuration | Inline‑4, SOHC, 16‑valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 74.0 mm × 86.5 mm | |
| Power output | 85 kW (116 PS) @ 6,000 rpm | |
| Torque | 132 Nm @ 4,800 rpm | |
| Fuel system | Honda PGM-FI (Programmed Fuel Injection) | |
| Emissions standard | Applicable standards for 1988-1995 models | |
| Compression ratio | 9.3:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Belt-driven | |
| Oil type | API SF/SG, SAE 10W-30 | |
| Dry weight | 115 kg |
The SOHC 16-valve design offers a responsive, rev-happy character ideal for spirited driving. The timing belt must be replaced at the specified interval (approx. 90,000 km) as this is an interference engine. Using the specified API SF/SG grade oil ensures proper lubrication for the hydraulic lifters. The distributor, a known wear item, should be inspected for erratic spark output; replacement with a genuine Honda unit per SIB 90-075 is recommended for persistent ignition issues.
Oil Specs: Requires API SF/SG specification oil (Honda Owner's Manual 1991). Modern equivalents (e.g., API SN) are generally acceptable if viscosity (10W-30) is maintained.
Emissions: Certification applies to 1988-1995 models for their respective markets (VCA Type Approval #VCA/EMS/5682). Specific standards vary by region.
Power Ratings: Measured under SAE J1349 standards (Honda Group PT-1992). Output figures are for stock, unmodified engines.
Honda Technical Information System (TIS): Docs H87662, H87663
Honda Service Information Bulletin (SIB): 90-075
VCA Type Approval Database (VCA/EMS/5682)
SAE International: J1349 Engine Power Certification Standards
The Honda D15B2 was used across Honda's EF/EG platforms with transverse mounting. This engine received minor platform-specific adaptations, such as accessory bracket variations between the Civic hatchback and CRX. All adaptations are documented in OEM technical bulletins.
The engine code "D15B2" is stamped on the front face of the engine block, just below the cylinder head and to the right of the water pump (Honda TIS H87662). The 8th digit of the VIN for vehicles equipped with this engine is typically "B". Visually, it can be identified by its black valve cover with "SOHC 16 VALVE" embossed on top and the presence of a distributor on the rear of the cylinder head. Critical differentiation from the similar D15B7: The D15B2 features a slightly higher compression ratio and different camshaft profile for higher output, while the D15B7 is tuned for economy. Service parts like the camshaft and ECU are specific to the D15B2.
The D15B2's primary reliability consideration is adherence to the timing belt replacement schedule, with elevated risk of engine damage if neglected. Honda service data indicates that engines with missed belt changes are prone to catastrophic failure, while general mechanical robustness is well-documented. Adherence to scheduled maintenance, particularly distributor inspection, is critical for long-term health.
Analysis derived from Honda technical bulletins (1989-1996) and general service data. Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about HONDA D15B2.
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Regulation (EC) No 715/2007
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