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Old 07-20-2008, 01:23 PM   #1
JTC
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Prelude of the Month
H/F series motor information for h22 swap guys

Ive become quite entertained by the thought processes around here, so I figure I'll be a bit helpful and post some info on the available motors that will work with our "H22 swap mounts". These mounts might be more appropriately called the H/F series swap mounts, but I like the H22 swap mounts better... Its got a better ring to it and is the best option for a stock swap.


The second post is going to be alot of specs on the various motors which I am literally cutting and pasting off of honda-tech. This info can be found all over and was nicely compiled in a thread over there. So, thank you to them for making life easier.

I would also like to note that these are the motors that will work in any prelude 3gen-5gen now. I didnt include motors like the F20c/F22c from the s2k because those are whole different beasts. Im going to repeat, these are all the applicable motors for the 3g h22 swap.



Now, why would anyone care about all of this info and what does it mean? Well, eventually we will get to it and it should help clear up lots of things about various motors. Things like block type, sleeve material, bores, strokes, interchangable parts, TQ and TQ bands, compression ratios, and maybe even boost handling ability.

Slowly but steadily, this information should become very helpful to anyone curious abuot the motors and who interested in learning some things. Ill try to keep explain what most of this info is, pictures of the whats involved, and maybe why its matters. Of course, this will take time and Im sure theres others who can help me out.



Lets start off with some basic motor specs of compatible motors with the swap. Just the basics of power and setups of the motors.

F series:



F22a1

This engine series was used in the Honda Accord and Honda Prelude S. Aside from differences in tuning, these engines are substantially similar.
Specifications
• Bore × Stroke: 85.0 × 95.0 mm
• Displacement: 2156 cc
• Valve Configuration: SOHC, 16 valves
• Compression ratio: 8.8:1
• Max power:
o F22A1: 125 hp (93 kW) @ 5200 rpm
o F22A4: 130 hp (97 kW) @ 5200 rpm
o F22A6: 140 hp (104 kW) @ 5600 rpm
• Max torque:
o F22A1: 137 ft•lbf (186 Nm) @ 4000 rpm
o F22A4: 142 ft•lbf (193 Nm) @ 4000 rpm
o F22A6: 142 ft•lbf (193 Nm) @ 4500 rpm

F23a1
This engine was used in the Honda Accord EX and LX, and Acura 2.3CL in North America. The 1998 Honda Odyssey and the Isuzu Oasis used the F23A7 engine, which was substantially similar, The F23A4 is substantially similar, but features ULEV certification and 148 horsepower and 148 pounds-feet of torque.
Specifications
• Bore × Stroke: 86.0 × 97.0 mm
• Displacement: 2254 cc
• Valve Configuration: SOHC, 16 valves, VTEC
• Compression ratio: 9.3:1
• Max power: 150 hp (112 kW) @ 5500 rpm
• Max torque: 152 ft•lbf (205 Nm) @ 4500 rpm

F22B
Found in:
1992-1996 JDM Honda Prelude Si . Similar to the H23A,.
Specifications
• Bore × Stroke: 85.0 × 95.0 mm
• Displacement: 2156 cc
• Valve Configuration: DOHC, 16 valves
• Compression ratio: 9.3:1
• Max power: 160 hp (119 kW) @ 6000 rpm
• Max torque: 148 ft•lbf (200 Nm) @ 5000 rpm

F22b1
This engine was used in the Honda Accord EX and Acura 2.2CL. It was the first F engine to feature VTEC.
Specifications
• Bore × Stroke: 85.0 × 95.0 mm
• Displacement: 2156 cc
• Valve Configuration: SOHC, 16 valves, VTEC
• Compression ratio: 8.8:1
• Max power: 145 hp (108 kW) @ 5500 rpm
• Max torque: 147 ft•lbf (199 Nm) @ 4500 rpm

F22b2
This engine was used in the 1994-1997 Honda Accord DX and LX. The F22B6 in the 1995-1997 Honda Odyssey and the F22B8 in the Honda Shuttle are substantially similar.
Specifications
• Bore × Stroke: 85.0 × 95.0 mm
• Displacement: 2156 cc
• Valve Configuration: SOHC, 16 valves
• Compression ratio: 8.8:1
• Max power: 130 hp (97 kW) @ 5300 rpm
• Max torque: 139 ft•lbf (188 Nm) @ 4200 rpm

F22Z2
This engine was used in the Honda Accord 2.2i.
Specifications
• Bore × Stroke: 85.0 × 95.0 mm
• Displacement: 2156 cc
• Valve Configuration: SOHC, 16 valves, VTEC
• Compression ratio: 9.3:1
• Max power: 150 hp (112 kW) @ 5500 rpm
• Max torque: 148 ft•lbf (200 Nm) @ 4500 rpm

F23a5
This engine was used in the 1998-2002 Honda Accord DX in North America.
Specifications
• Bore × Stroke: 86.0 × 97.0 mm
• Displacement: 2254 cc
• Valve Configuration: SOHC, 16 valves
• Compression ratio: 8.8:1
• Max power: 135 hp (100 kW) @ 5500 rpm
• Max torque: 153 ft•lbf (206 Nm) @ 4500 rpm


F20a
Found in: JDM/EDM Honda Accord.
Specifications
• Bore × Stroke: 85.0 × 88.0 mm
• Displacement: 1997 cc
• Valve Configuration: SOHC, 16 valves
• Max output : F20A2 and F20A4 136 PS @ 5400 rpm (PGM-Fi), 110 PS @ 6000 rpm (PGM-carb)
• Max output : F20A7 147 PS @ 5600 rpm (PGM-Fi)
• Max torque : F20A2 and F20A4 18.5 kgm @ 4300 rpm (PGM-Fi), 16.1 kgm @ 3800 rpm (PGM-carb)
• Max torque : F20A7 19.3 kgm @ 4400 rpm (PGM-Fi)

F20B
This engine series was used in the CF4, CF5, CF9, CL3 Honda Accord and Honda Torneo from Japan. Also had a DOHC derivative (see below)
Specifications
• Bore × Stroke: 85.0 × 88.0 mm
• Displacement: 1997 cc
• Configuration Valve: SOHC, 16 valves, VTEC
• Compression ratio: 11.0:1
• Max power: 148 PS (109 kW) @ 6000 rpm (4WD), 150 PS (110 kW) @ 6000 rpm
• Max torque: 183 Nm @ 5000 rpm (4WD), 186 Nm @ 5000 rpm

H series

H22a (1994-1997 JDM Honda Accord SiR)
Found in:
• 1994-1997 JDM Honda Accord SiR
• Displacement: 2157 cc
• Compression: 10.6:1
• Power: 190 hp @ 6800 rpm
• Torque: 152 lb-ft @ 5500 rpm
• Redline: 7500 rpm
• Bore: 87 mm
• Stroke: 90.7 mm

H22a JDM
Found in:
• 1992-1996 JDM Honda Prelude VTEC
• Displacement: 2157 cc
• Compression: 10.6:1
• Power: 200 hp @ 6800 rpm
• Torque: 161 lb-ft @ 5500 rpm
• Redline: 7500 rpm
• Bore: 87 mm
• Stroke: 90.7 mm

H22A (1997-2001 JDM Honda Prelude SiR)
Found in:
• 1997-2001 JDM Honda Prelude SiR
• Compression: 10.6 :1
• Displacement: 2157 cc
• Power: 200 hp @ 6800 rpm
• Torque: 162 lb-ft @ 5500 rpm
• Redline: 7500 rpm
• Bore: 87 mm
• Stroke: 90.7 mm

H22A (1997-2001 JDM Honda Prelude SiR Type S)
Found in:
• 1997-2001 JDM Honda Prelude SiR Type S
• Compression: 11.0 :1
• Displacement: 2157 cc
• Power: 220 ps @ 6800 rpm
• Torque: 163 lb-ft @ 5500 rpm
• Redline: 7500 rpm
• Bore: 87 mm
• Stroke: 90.7 mm

H22A1 (1994-1996 USDM Honda Prelude VTEC )
Found in:
• 1994-1996 USDM Honda Prelude VTEC
• Compression: 10.0 :1
• Displacement: 2157 cc
• Power: 190 hp @ 6800 rpm
• Torque: 158 lb-ft @ 5500 rpm
• Redline: 7500 rpm
• Bore: 87 mm
• Stroke: 90.7 mm

H22A1 (1997-1998 USDM Honda Prelude)
Found in:
• 1997-1998 USDM Honda Prelude
• Compression: 10.0 :1
• Displacement: 2157 cc
• Power: 195 hp @ 6800 rpm
• Torque: 156 lb-ft @ 5250 rpm
• Redline: 7500 rpm
• Bore: 87 mm
• Stroke: 90.7 mm

H22A4 (1997-1998 USDM Honda Prelude VTEC/SH)
Found in:
• 1997-1998 USDM Honda Prelude VTEC/SH
• Compression: 10.0 :1
• Displacement: 2157 cc
• Power: 195 hp @ 6800 rpm
• Torque: 156 lb-ft @ 5250 rpm
• Redline: 7500 rpm
• Bore: 87 mm

H22A4 (1999-2001 USDM Honda Prelude VTEC/SH)
Found in:
• 1999-2001 USDM Honda Prelude VTEC/SH
• Compression: 10.0 :1
• Displacement: 2157 cc
• Power: 200 ps @ 6800 rpm
• Torque: 156 lb-ft @ 5250 rpm
• Redline: 7500 rpm
• Bore: 87 mm
• Stroke: 90.7 mm

H23A1 (1992-1996 USDM Honda Prelude Si/SE)
Found in:
• 1992-1996 USDM Honda Prelude Si/SE
• Compression: 9.8 :1
• Displacement: 2258 cc
• Power: 160 hp @ 5800 rpm
• Torque: 156 lb-ft @ 4500 rpm
• Redline: 6500 rpm
• Bore: 87 mm
• Stroke: 95 mm
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Last edited by JTC; 10-17-2008 at 10:04 AM.
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Old 07-20-2008, 01:28 PM   #2
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Prelude of the Month
Blocks

Block Type
H22A4 Block = Open Deck
H22A block = Closed Deck
H23A block = Open Deck
H23A1 block = Closed Deck
F22 block = Open Deck
F23 block = Open Deck
F20B block = Open Deck

Deck Height
H22A4 Block = 8.643
H22A block = 8.643
H23A block = 8.643
H23A1 block = 8.643
F22 block = 8.643
F23 block = 8.643
F20B block = 8.643


Rods

Length
H22A4 = 5.633
H22A = 5.633
H23A = 5.572
H23A1 = 5.572
F22 = 5.572
F23 = 5.551
F20B = 5.709

Width
H22A4 = .935
H22A = .935
H23A = .935
H23A1 = .935
F22 = .935
F23 = .780
F20B = .935

BE Bore
H22A4 = 2.008
H22A = 2.008
H23A = 2.008
H23A1 = 2.008
F22 = 2.008
F23 = 1.890
F20B = 1.890

Pin Bore
H22A4 =
H22A = .8649-.8654
H23A =
H23A1 = .8649-.8654
F22 = .8649-.8654
F23 = .8649-.8654
F20B =

Pistons

Bore
H22A4 = 87mm/3.425
H22A = 87mm/3.425
H23A = 87mm/3.425
H23A1 = 87mm/3.425
F22 = 85mm/3.346
F23 = 86mm/3.385
F20B = 85mm/3.346

Note:
actual diameter may vary depending on code of piston (ie, A B)

Compression Height
H22A4 = 1.221
H22A = 1.221
H23A = 1.203
H23A1 = 1.203
F22A1 = 1.203
F22A4 = 1.203
F23A1 = 1.181
F20B = 1.221

Wrist Pin Diameter
H22A4 = .866
H22A = .866
H23A = .866
H23A1 = .866
F22 = .866
F23 = .866
F20B = .866

Crankshafts

Stroke
H22A4 = 90.7mm/3.570
H22A = 90.7mm/3.570
H23A = 95mm/3.740
H23A1 = 95mm/3.740
F22 = 95mm/3.740
F23 = 97mm/3.818
F20B = 88mm/3.464

Main Journal Diameter
H22A4 = 55mm
H22A4 = 50mm (1997 Only)
H22A = 50mm
H23A = 55mm
H23A1 = 50mm
F22 = 50mm
F23 = 55mm
F20B = 55mm

Rod Journal Diameter
H22A4 = 1.888
H22A = 1.888
H23A = 1.888
H23A1 = 1.888
F22 = 1.888
F23 = 1.771
F20B = 1.771

Cylinder Heads

Combustion Chamber Volume
H22A4 = 53.8cc
H22A = 53.8cc
H23A = 53.8cc
H23A1 = 50cc
F22A1 = 50cc
F22A4 = 50cc
F23A1 = 50cc
F23A4 = 50cc
F23A5 = 50cc
F20B =

Intake Valve Diameter
H22A4 = 35mm
H22A = 35mm
H23A = 35mm
H23A1 = 34mm
F22 = 34mm
F23 = 34mm
F20B = 34mm

Exhaust Valve Diameter
H22A4 = 30mm
H22A = 30mm
H23A = 30mm
H23A1 = 29mm
F22 = 29mm
F23 = 29mm
F20B = 29mm

Head Gaskets

Bore
H22A4 = 88mm
H22A = 88mm
H23A = 88mm
H23A1 = 88mm
F22 = 86mm
F23 = 87mm
F20B = 86mm

Thickness
H22A4 = .026
H22A = .026
H23A = .026
H23A1 = .026
F22 = .026
F23 = .026
F20B = .026

Note:
Gasket thickness measured after crush

Bearings

Main Bearing Thickness
Blue: 2.013 - 2.010mm / 0.0793 - 0.0791
Black: 2.010 - 2.007mm / 0.0791 - 0.0790
Brown: 2.007 - 2.004mm / 0.0790 - 0.0789
Green: 2.004 - 2.001mm / 0.0789 - 0.0788
Yellow: 2.001 - 1.998mm / 0.0788 - 0.0787
Pink: 1.998 - 1.995mm / 0.0787 - 0.0785
Red: 1.995 - 1.992mm / 0.0785 - 0.0783

Rod Bearing Thickness
Blue: 1.510 - 1.507mm / 0.0594 - 0.0593
Black: 1.507 - 1.504mm / 0.0593 - 0.0592
Brown: 1.504 - 1.501mm / 0.0592 - 0.0591
Green: 1.501 - 1.498mm / 0.0591 - 0.0590
Yellow: 1.498 - 1.495mm / 0.0590 - 0.0589
Pink: 1.495 - 1.492mm / 0.0589 - 0.0587
Red: 1.492 - 1.489mm / 0.0587 - 0.0586

Main Bearing Width
H22A4 = .784
H22A = .784
H23A = .784
H23A1 = .784
F22A1 = .784
F22A4= .784
F23A1 = .784
F23A4 = .784
F23A5 = .784
F20B = .784

Rod Bearing Width
H22A4 = .762
H22A = .762
H23A = .762
H23A1 = .762
F22A1 = .762
F22A4 = .762
F23A1 = .609
F23A4 = .609
F23A5 = .609
F20B = .762
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Last edited by JTC; 07-20-2008 at 05:10 PM.
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Old 07-20-2008, 01:49 PM   #3
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Prelude of the Month
Quote:
Block Type
H22A4 Block = Open Deck
H22A block = Closed Deck
H23A block = Open Deck
H23A1 block = Closed Deck
F22 block = Open Deck
F23 block = Open Deck
F20B block = Open Deck
Ok.. Block types. As obviously you can read there is two basic block types used by Honda in the H/F series. But, what does that mean to the ones of us who have no idea what it actually looks like or what the difference is? Lets see how simple we can get with it.


Heres a picture of an open deck block:





Heres a picture of a closed deck block:





Ok, we have a visual of the obvious difference in block types... Well, why did they do that, what does it do, and does it make a difference in which one I use?

Theres lots of information available on this topic and theres also lots of debates on which one to use and when. Ill link some threads later in this topic, but for now we are going to break it down a bit. Whats the purpose of these jackets/sleeves/holes? Well, coolant runs through the jackets in the block and its the primary form of cooling for a liquid cooled engine. A closed deck block looks just like the open deck block less than an inch down into the metal. The closed deck just fills in that area around the sleeves up top and only has small tear drop shaped openings for the coolant to flow through just like a headgasket does. So, why do they make open sleeve blocks if the Headgasket restricts where and how much coolant flows into the head? Its simple thermodynamics really. Heat transfers and surface area explain it all. The larger the surface area in contact with the coolant, the more cooling that can be done and in all reality the most heat is produced in the combustion chamber at the top of the block. So, it becomes obvious that engineers understand heat will disperse through metal, but the hottest part is always right where the heat is being produced. The heat is produced in the combustion chamber, which is at the top of the block. The ignition of fuel occurs when the piston is reaching the top of its travel in order to drive it downwards again and obviously this is the segment where an open deck block varies from a closed deck block. The idea of a closed deck block differs in that they use more metal to disperse the heat relying less on the coolant as the only means of cooling in that area (although, it is still 95% of the cooling). The most important thing to realize is both block types do an adequate job of cooling and its not going to kill you to have either type of block.

When does it matter which type of block you have? Well, the true is answer is it doesnt under normal circumstances. Many people prefer using a closed deck block when boosting because its supposed to be stronger and keep the sleeves from moving under high piston speeds and sideloads. These are loads of discussions out there for more information. Heres a few listed below and they seem pretty heated, but interesting. Take most of the info posted by Motoxxman with a grain of salt though as he is an idiot.

Links for open vs closed deck discussion:

https://preludepower.com/forums/showt...+closed&page=1

https://preludepower.com/forums/showt...en+deck+closed



Quote:
Pistons

Bore
H22A4 = 87mm/3.425
H22A = 87mm/3.425
H23A = 87mm/3.425
H23A1 = 87mm/3.425
F22 = 85mm/3.346
F23 = 86mm/3.385
F20B = 85mm/3.346

Note:
actual diameter may vary depending on code of piston (ie, A B)


Now, piston bore is pretty simple and one of the major differences for people considering making a frankenstein of any kind. The term piston bore refers to the diameter of the piston, essentially the size of it. The larger the bore, obviously the more power can be made. More air, more fuel, more power. The problems start when mating different blocks, headgaskets, and heads together with different bores. You cannot use a HG with a smaller bore than the pistons very effectively. It applies in all aspects of putting a motor together.





To be continued.
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Last edited by JTC; 07-20-2008 at 05:22 PM.
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Old 07-20-2008, 02:47 PM   #4
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Wow great information and will help with a lot of questions people have.
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Old 07-20-2008, 04:31 PM   #5
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Sticky!!!!!!!!!!!
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Old 07-20-2008, 07:16 PM   #6
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Sticky!!!!!!!!!!!
Agreed!!!

This has been stickied under the:

--**3rd Gen Performance Upgrade Inventory**--


So for all your H22 swap info there is a section at the beginning of the list of modifications and writeups properly named "H22 swap info".
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(1Funryd - H22 Swap) - Ludcifer - INX - MustardCat(B20a)
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Old 07-20-2008, 08:50 PM   #7
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AWESOME JOB MAN...lots of info
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How do I get more plutonium economy from my flux capacitor? Right now I can only make like two trips though time before I have to bust out the radiation suit again.



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Old 07-20-2008, 09:18 PM   #8
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Old 07-20-2008, 10:25 PM   #9
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interesting read, learned a few things.

good job!
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pft. please, everyone knows you don't put water in the battery

that would make the flux capacitor freeze

and then how is his VTech going to function?
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