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I have just recieved a Engine in my last container that is labeled as a honda civic, it is a d15b, but the valve cover says VTEC-E, does anybody knwo anything about these engines? any specs? ANYTHING>?

any help would be great,

 
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I thought the HX civic coupe comes with a vtec-e engine. It's supposed to be a lean burn version of the ex vtec.

 
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weak

 
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I thought all 01+ civics that have vtec, have the vtec-e?

 
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In my inventory listing the only information they gave me about it was:

1995 Honda Civic , d15b Vtec-E,

here are some pictures if it helps,
http://www.renewedimport.com/Images/2civic_d15b.jpg
http://www.renewedimport.com/Images/civic_d15b.jpg

if any one knows where i can find spec's on this engine, or any info whatsoever, that would be great,

Thanks!

 
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Lean burn = less power?

 
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1992-95 Honda Civic:

Powertrain Options and Availability
Civics of the early 1990s used four different overhead-cam 4-cylinder engines. DX and LX models held a 102-horsepower, 1.5-liter powerplant. A 1.6-liter four with variable-valve timing, rated at 125 horsepower, went into the EX 4-door sedan. In between was a base CX with a 70-horsepower, 1.5-liter 4-cylinder. Rounding out the quarter, the VX used a 92-horsepower "VTEC-E" engine. Civics had either a 5-speed manual gearbox or 4-speed automatic, but the latter was not available on all models.

Linky---> http://auto.consumerguide.com/auto/u...ex.cfm/id/2049

 
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AMAZING,

Thanks, kinda weak engine, but interesting none the less!

at least now i know,

 
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The HX and EX both use VTEC-E, at least in the 7thgens. It's tuned for mpg in the HX and performance in the EX. The VTEC-E engines have a higher compression, 9.9:1 vs 9.5:1 in the dx/lx. Gas mileage differences in 2004 are: HX:36/44, DX/LX 32/38, and EX 32/37mpg.
The HX makes 2hp more than the DX/LX engine, but better mpg because it's configured to be a lean-burn head.
The EX uses it, in combination with a different header and catalyst to gain 12hp over the dx/lx.

If you want more history info on civics and 7thgens, I have some links and articles on my DX-R site.
http://www.sceniccityonline.com/dxr.html

 
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so the VTEC-E has more bas power, but economy ecu tuning? makes sense,

Thanks for the Info, your site is super usefull,

 
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http://www.leecao.com/honda/vtec/sohcvtece.html
That's one of the better sites that explains VTEC-E. I also have it linked on the site.

 
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ALL 7thgen vtec motors have vtec-e with the exception with the k20 ones

vtec-e is identified by the 2 lobe camshaft as opposed to the 3 lobe that the conventional vtec motors have

 
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???

 
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As far as i know the Vtec-E only came in the HX engine Your looking at about 110hp with about 95-99 ft-lbs of torque but your also looking at the most fuel efficient civic other than the hybrid. But beware if this engine i have a 2001 Hx with the same type of engine and have had many many problems

 
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I think what WannaBFast is saying is that the HX & EX use VTEC-E, but the K20 motor in the Si does not, but rather use the conventional VTEC used for making more power rather than tuned for economy.

It is a fact that VTEC-E is in the HX AND the EX. It's in the Honda brochure that I have in front of me now.
The gas mileage king was originally the VX hatchback from the 5thgens. From the civic history article: "...the VX with a 92-horsepower 1.5-liter with variable valve timing tuned for economy (VTEC-E); ... The VX, which also came with lightweight alloy wheels, managed fuel economy figures of 48 in the city and 55 on the highway — nearly the same as the old CRX HF in spite of 30 more horsepower and five-passenger capability"

...and then the 6thgen..

"The HX coupe essentially replaced the VX hatchback, offering high mileage figures from a fairly powerful engine. The revised VTEC-E engine (now at 1.6 liters) in the HX put out 23 more horsepower (for a total of 115 ponies) than the previous version but now "only" scored mileage figures of 39 in the city and 45 on the highway. A gearless continuously variable automatic transmission (CVT) that promised seamless performance and manual-transmission fuel economy was introduced later in the year as an option for the HX."
And now with the 7thgen it makes 117hp, like I stated before in the previous post.
I don't know where you got your information, civichxtreme, but you're obviously misinformed. And I would also say that many HX owners on this site would argue that the HX models are highly reliable and even respond well to turbos.

 
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Our 01 EX has the 1.7 SOHC VTEC-E from the link above, while our 04 EX coupe has the 1.7 SOHC VTEC. And I think the 04 SI's have the 2.0 DOHC VTEC...

 
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Any 01+ EX has the configuration like VTEC-E. Except that instead of a true "E", it is also a VTEC. I think I have posted the idea in another post, but forget where it is.
Think about this:
Older version of SOHC VTEC has 2 regular lobe and 1 high cam lobe. It operates at 16V mode and up to 3500-4500 rpm(well, J30A kicks in at 3500, while D16 kicks in at 4500).
Our version of VTEC(if you like to call it VTEC-E, that's fine) uses 2 lobes to operate, while below 2500(assume full thottle) it operates as 12V....It's the point, most people will think that 12V is bad for power, but IMO, it is good for power anyway. Then 16V after 2500.

Why people saying that sucks is, our VTEC switch from 12 valve to 16 valve. Well, that's true, but they miss a point: DON'T FORGET TO COUNT THE LIFT HEIGHT(length of the lobe) AND THE DURATION. We have the high cam lobe higher than older VTEC and, most important, by having high/low combination with high/high switch at 2500, it actually helps to accelerate the engine faster and to smooth out the entire power range(no sudden pops on dyno). The dyno graph line shows the horsepower of the car, and the integral(aera under it) is how your car performs. The goal is to maximize area under the curve so that power band is optimized(more power at lower RPM). This is what the old VTEC guy want to look for, and we have it now.

That's why I always say that you can hear the VTEC kick in, but since it engages at 2500, you just don't recognize it. I do hear the difference before and after 2500, and the pull that it generates.
That's it.

 
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o ye ababy hit it from the back

 
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There is no additional lift. At 16V mode, both intake valves operate at the same lift as in the 12V mode. Open your valve cover and study the mechanism. It's just a simple mechanism that will connect both rocker arms to initiate the extra valve. Cheers.

 
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There's additional lift comparing to LX, DX even HX. The intake lobe is lobe is longer anyway, even longer than D16Y.

 
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Here's one illustration I posted. Not looking good, but would give you some idea on what's going on.

 
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From the spec it looks like VTEC-E, but in reality it is a VTEC anyway: no lean burn, high lift(3.3mm higher than non-VTEC), etc.

Honda has designated the code E as for lean burn.....If you take a look at any other VTEC-E/VTEC hybrid engine--3 lobe: 1 normal, 1 flat, 1 with higher center lift(about same length as our primary lobe), the primary is just like D16Y8, secondary is like D17A2, and the high cam lobe isn't as tall as D17A2...<-I am not talking about DOHC VTEC, but SOHC VTEC Hybrid.

Most people doesn't recognize it but SOHC VTEC Hybrid engages high cam at 3500rpm.

 
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its just vtec....

 
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its still pimpin'

 
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VTEC-E is the regular VTEC engine on Ecstacy

 
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LMFAO!!! Good ****

 
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I got ya finally. Been studying pictures of my rocker assembly and looking at your specifications on the cam lobe heights. The thing is why is the secondary cam lobe lower than the primary one ? It doesn't make sense here, if the primary(12V mode) is already lifting at a higher lift, when the rocker arms connect, the lower cam lobe will be redundant as the entire rocker assembly will be relying on the first cam lobe since the secondary lobe is not high enough to touch the rocker arms. Even if you change it around, making the primary lobe lower, what happens to the other intake valve ? Shouldn't it be opening and closing as well since it is high enough to make contact with the rocker arm ? If its the latter, it means our cars actually operate in 16V and then high lift 16V. Can you explain this to me ?

 
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The primary is always the high lift lobe, while the secondary is the low profile lobe. Then rockers connect and run at high lift when our VTEC engages.
And, both intake valves are actually opening and closing no matter what.
No loser here, anyway, just more torque.

 
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According to this website http://www.leecao.com/honda/vtec/sohcvtece.html , in 12V mode, the valve controlled by the lower lobe doesn't actually open. It just opens so slightly that no fuel can go in. So in short, our cars just operate in 12V mode then switches over to 16V mode with both modes having the same lift. So there can never be any aftermarket camshaft for our cars since it will probably not be able to idle(12V mode) on a high lift cam lobe profile. Unlike the older gen civics whereby camshafts which have only a higher lift on the higher lobe of the 3 lobes can be produced. Demore.....