H22 cams
07-22-2014, 06:55 PM
#26
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Re: H22 cams
That's not the issue, I wasnt sure of the installed height was different or if any machining I as needed so I could tell him what needed done.
07-26-2014, 09:54 AM
#27
Re: H22 cams
At least someone hears me, haha
I've been talking with Rosko about my setup for months and he's given me some good insight. I personally don't think, like you stated, that compression a half a point over stock Type S (11.1:1 and 11.68:1) is gonna wreak catastrophic failure on rings.
I've been talking with Rosko about my setup for months and he's given me some good insight. I personally don't think, like you stated, that compression a half a point over stock Type S (11.1:1 and 11.68:1) is gonna wreak catastrophic failure on rings.
07-27-2014, 12:31 PM
#28
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Re: H22 cams
Yes the h23v rods are shorter than the non vtec rods. I currently am running a h23v block/crank with non vtec rods with type s pistons. Im using 2 layer hg which puts me around 12.7:1cr with factory rings and make 250+whp revving to 8800 been running it for 2 years no problem. Im running some pro 2.5 cam, i recommend fly cutting the valve reliefs in the pistons to give plenty of clearance for p2v and def degree the cams for v2v.
08-03-2014, 01:28 PM
#29
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Re: H22 cams
So then yours uses custom rods?? The measurements taken in the H23A thread state the JDM H23A-V uses the same length rods as the USDM H23A1 and same piston compression height. The pistons have less dome than an H22 piston but much more than the dished H23 piston. To be clear, the Type-S and H22 pistons share the same piston compression height while the H23A-V does not.
https://honda-tech.com/forums/showpo...1&postcount=23
Given H23 measurements, that puts your piston 0.026" higher, or 0.020" out of the hole. Actual CR is closer to 12.2:1. Beware the combustion chamber has a minimum of 86.5mm diameter, so there's a chance the larger pistons sticking out will catch that ridge. Your pistons will be 0.006" away from the ridge with an OEM 3-layer MLS, while 0.030" is the min I'd recommend for 7000 rpm.
https://honda-tech.com/forums/showpo...1&postcount=23
Given H23 measurements, that puts your piston 0.026" higher, or 0.020" out of the hole. Actual CR is closer to 12.2:1. Beware the combustion chamber has a minimum of 86.5mm diameter, so there's a chance the larger pistons sticking out will catch that ridge. Your pistons will be 0.006" away from the ridge with an OEM 3-layer MLS, while 0.030" is the min I'd recommend for 7000 rpm.
I'd also like to recommend Hastings rings, although I'm not sure they're much better than Mahle rings.
It may be over kill, but better safe than sorry.
Who knows maybe you'd wanna go high comp. turbo somewhere down the road.
08-03-2014, 02:12 PM
#30
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Re: H22 cams
I checked hastings, they dont have overbore rings
Youd have to be a moron to boost an almost 12:1 comp. setup
08-03-2014, 06:45 PM
#31
08-04-2014, 03:44 PM
#34
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Re: H22 cams
If that's true then whoever told me must be misinformed. Now I'm curious. Inform me. I heard it was stupid to try forced induction on a high compression engine due to stress on it etc
08-04-2014, 03:50 PM
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Re: H22 cams
Whoever told you that, was sorely misinformed or the tuner choice was poor as ****.
Running higher compression allows for more efficient in boost, out of boost, etc..
For example; a 9:1 compression setup will probably need to run 20 psi to achieve what a 11:1 comp setup could at say 12 or 15. Less boost will be required to achieve more..
Ever daily driving a 9:1 street turbo motor? Its a absolutely dawg **** before vtec and until the turbo spools.
Compression is important, its sorely overrated for the most part in some aspects, but in turbo setups, its a good thing to look at, just like with every setup.
Its like saying Rod stroke ratio is important, there are far more important factors to look at, before that one. Not saying its NOT important, just saying its not on the top of the list.
Running higher compression allows for more efficient in boost, out of boost, etc..
For example; a 9:1 compression setup will probably need to run 20 psi to achieve what a 11:1 comp setup could at say 12 or 15. Less boost will be required to achieve more..
Ever daily driving a 9:1 street turbo motor? Its a absolutely dawg **** before vtec and until the turbo spools.
Compression is important, its sorely overrated for the most part in some aspects, but in turbo setups, its a good thing to look at, just like with every setup.
Its like saying Rod stroke ratio is important, there are far more important factors to look at, before that one. Not saying its NOT important, just saying its not on the top of the list.
08-04-2014, 04:14 PM
#36
Re: H22 cams
Whoever told you that, was sorely misinformed or the tuner choice was poor as ****.
Running higher compression allows for more efficient in boost, out of boost, etc..
For example; a 9:1 compression setup will probably need to run 20 psi to achieve what a 11:1 comp setup could at say 12 or 15. Less boost will be required to achieve more..
Ever daily driving a 9:1 street turbo motor? Its a absolutely dawg **** before vtec and until the turbo spools.
Compression is important, its sorely overrated for the most part in some aspects, but in turbo setups, its a good thing to look at, just like with every setup.
Its like saying Rod stroke ratio is important, there are far more important factors to look at, before that one. Not saying its NOT important, just saying its not on the top of the list.
Running higher compression allows for more efficient in boost, out of boost, etc..
For example; a 9:1 compression setup will probably need to run 20 psi to achieve what a 11:1 comp setup could at say 12 or 15. Less boost will be required to achieve more..
Ever daily driving a 9:1 street turbo motor? Its a absolutely dawg **** before vtec and until the turbo spools.
Compression is important, its sorely overrated for the most part in some aspects, but in turbo setups, its a good thing to look at, just like with every setup.
Its like saying Rod stroke ratio is important, there are far more important factors to look at, before that one. Not saying its NOT important, just saying its not on the top of the list.
I wish there was more informed people in the AM forum.
08-04-2014, 05:28 PM
#37
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Re: H22 cams
Whoever told you that, was sorely misinformed or the tuner choice was poor as ****.
Running higher compression allows for more efficient in boost, out of boost, etc..
For example; a 9:1 compression setup will probably need to run 20 psi to achieve what a 11:1 comp setup could at say 12 or 15. Less boost will be required to achieve more..
Ever daily driving a 9:1 street turbo motor? Its a absolutely dawg **** before vtec and until the turbo spools.
Compression is important, its sorely overrated for the most part in some aspects, but in turbo setups, its a good thing to look at, just like with every setup.
Its like saying Rod stroke ratio is important, there are far more important factors to look at, before that one. Not saying its NOT important, just saying its not on the top of the list.
Running higher compression allows for more efficient in boost, out of boost, etc..
For example; a 9:1 compression setup will probably need to run 20 psi to achieve what a 11:1 comp setup could at say 12 or 15. Less boost will be required to achieve more..
Ever daily driving a 9:1 street turbo motor? Its a absolutely dawg **** before vtec and until the turbo spools.
Compression is important, its sorely overrated for the most part in some aspects, but in turbo setups, its a good thing to look at, just like with every setup.
Its like saying Rod stroke ratio is important, there are far more important factors to look at, before that one. Not saying its NOT important, just saying its not on the top of the list.
08-05-2014, 03:06 PM
#38
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Re: H22 cams
Compression is important in NA motors too, again, its not something I look at the top of the list for.
I firmly believe that in camshaft choice, it'll play a role, but if you ask me, I'll look at displacement / head flow first before i'll look at compression. that's my opinion, some agree, some don't.
Smaller motors need more compression to be able to utilize bigger camshaft profiles like a 2.0, because of lack of displacement.
I firmly believe that in camshaft choice, it'll play a role, but if you ask me, I'll look at displacement / head flow first before i'll look at compression. that's my opinion, some agree, some don't.
Smaller motors need more compression to be able to utilize bigger camshaft profiles like a 2.0, because of lack of displacement.
08-05-2014, 10:53 PM
#39
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Re: H22 cams
Agreed.
I'm glad DDTECH chimed in, I could not have explained it better
OP if I were in your shoes I would make a few phone calls to find a company that could meet my desires.
If all else fails I would:
1. F23A engines go for around $200-$400 remove the BS bearings and bore out to 87mm.
2. I would next look to acquire an F22A head.
There's a thread around here somewhere from GhostAccord. He was kind enough to share his findings on some research he did on the F22A head.
3. PM DDTECH to see if he could hook you up with a cam regrind etc
I'm glad DDTECH chimed in, I could not have explained it better
OP if I were in your shoes I would make a few phone calls to find a company that could meet my desires.
If all else fails I would:
1. F23A engines go for around $200-$400 remove the BS bearings and bore out to 87mm.
2. I would next look to acquire an F22A head.
There's a thread around here somewhere from GhostAccord. He was kind enough to share his findings on some research he did on the F22A head.
3. PM DDTECH to see if he could hook you up with a cam regrind etc
08-07-2014, 10:34 AM
#41
Re: H22 cams
I think instead of criticizing someone opinion immediately maybe ask why is that before making comments. I let someone answer because clearly you have some reason to think that being given a correct answer is wrong.
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