N22A2 i-CTDI turbo diesel into EG
09-20-2011, 04:05 PM
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N22A2 i-CTDI turbo diesel into EG
This is a swap that has been much discussed over the years since the N22 diesel engine was released. For those that dont know of the engine, here is some info
-2204cc, DOHC 16v, aluminium block and head
-138bhp @ 4000rpm
-250lb/ft @ 2000rpm
-available with 5 or 6 spd transmission
-53mpg in a 2003 accord (around 1500kg)
-Variable vane turbocharger
I recently purchased a 5spd Accord i-CTDI to use as a donor to carry out, what I believe (but will stand corrected), the first engine conversion using this engine into an older Honda.
The car it will be going into....the 'mule', Ive had this for 8 years since I opened my shop and in that time it has been D16z6 nasp, D16z6 forged turbo, B16A, K20A, K24...
(its currently black)
First up, I lowered the car down on the hoist with the engine sitting on a trolley underneath, having no idea wether it would even fit in the confines of the bay or if Id just wasted a lot of money.
Width - theres plenty room either side of the engine/transmission, similar to the clearance in a K-swap
Depth - the diff housing is quite large, and was fouling the subframe. also, the brake master cylinder is getting in the way, not a problem for LHD cars however
Height - no doubt, the bonnet is going to need to be bulged, the oil filter sits at the top of the engine in a plastic screw in housing, theres no way of relocating this.
Mounts -
The N22 uses 3 mounts ;
- Engine side - similar setup to stock EP3 here, only with a heavier duty hydro-mount on the chassis side
- Gearbox - Large rubber mount with 3 bolts onto the gearbox, with the bracket for it attatched onto the chassis rail. Similar idea to stock B series EG transmission mount
- Rear mount - Rather than using a rear mount in a usual style, the N22 has a 'dogbone' mount which bolts onto the sump and on the other end, the subframe. Similar to the K20Z.
Next job would be to sort out a subframe that would give me the extra clearance as well as facilitating the use of the dogbone rear mount. This wasnt too much hassle, and I will describe in pictures during the stripdown for proper assembly.
This then let me get the engine into position in the bay....
At present its sitting on the stock Accord side mounts, and a modified Accord lower dogbone mount. The final solution for the main mounts is currently being made up by a UK company, the mounts will be billet with hard rubber bushings. Ive opted away from polyurethane mounts as these vibrate bad enough with a smooth petrol engine...on a diesel the vibrations would be ridiculous! The lead time on the mounts is 4-6 weeks for the first set, then once they are here I will have to fabricate mounting points in the bay to bolt them to (easy enough)
Pic from rear, underneath.....
Cant really do much else until the mounts are here and Im certain the engine is in its final position, then I can find out what axle combo will work, fabricate pipe work for a front mount intercooler, fabricate a 3" downpipe and exhaust, etc.
Like my facebook page to follow progress on it - https://www.facebook.com/#!/PerformanceTek
-2204cc, DOHC 16v, aluminium block and head
-138bhp @ 4000rpm
-250lb/ft @ 2000rpm
-available with 5 or 6 spd transmission
-53mpg in a 2003 accord (around 1500kg)
-Variable vane turbocharger
I recently purchased a 5spd Accord i-CTDI to use as a donor to carry out, what I believe (but will stand corrected), the first engine conversion using this engine into an older Honda.
The car it will be going into....the 'mule', Ive had this for 8 years since I opened my shop and in that time it has been D16z6 nasp, D16z6 forged turbo, B16A, K20A, K24...
(its currently black)
First up, I lowered the car down on the hoist with the engine sitting on a trolley underneath, having no idea wether it would even fit in the confines of the bay or if Id just wasted a lot of money.
Width - theres plenty room either side of the engine/transmission, similar to the clearance in a K-swap
Depth - the diff housing is quite large, and was fouling the subframe. also, the brake master cylinder is getting in the way, not a problem for LHD cars however
Height - no doubt, the bonnet is going to need to be bulged, the oil filter sits at the top of the engine in a plastic screw in housing, theres no way of relocating this.
Mounts -
The N22 uses 3 mounts ;
- Engine side - similar setup to stock EP3 here, only with a heavier duty hydro-mount on the chassis side
- Gearbox - Large rubber mount with 3 bolts onto the gearbox, with the bracket for it attatched onto the chassis rail. Similar idea to stock B series EG transmission mount
- Rear mount - Rather than using a rear mount in a usual style, the N22 has a 'dogbone' mount which bolts onto the sump and on the other end, the subframe. Similar to the K20Z.
Next job would be to sort out a subframe that would give me the extra clearance as well as facilitating the use of the dogbone rear mount. This wasnt too much hassle, and I will describe in pictures during the stripdown for proper assembly.
This then let me get the engine into position in the bay....
At present its sitting on the stock Accord side mounts, and a modified Accord lower dogbone mount. The final solution for the main mounts is currently being made up by a UK company, the mounts will be billet with hard rubber bushings. Ive opted away from polyurethane mounts as these vibrate bad enough with a smooth petrol engine...on a diesel the vibrations would be ridiculous! The lead time on the mounts is 4-6 weeks for the first set, then once they are here I will have to fabricate mounting points in the bay to bolt them to (easy enough)
Pic from rear, underneath.....
Cant really do much else until the mounts are here and Im certain the engine is in its final position, then I can find out what axle combo will work, fabricate pipe work for a front mount intercooler, fabricate a 3" downpipe and exhaust, etc.
Like my facebook page to follow progress on it - https://www.facebook.com/#!/PerformanceTek
10-02-2011, 10:45 AM
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Re: N22A2 i-CTDI turbo diesel into EG
Its manual transmission.
The engine has its own ECU, its common rail diesel so the injectors are electronically controlled rather than being metered off a mechanical pump like old systems. Theres a lot of electronics involved in getting it working, the dash works on canbus but Ill get there with it.
Id imagine it would cost a fortune to get a full drivetrain to the states, longblocks alone go for £1500 upwards here.
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10-04-2011, 09:19 PM
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Re: N22A2 i-CTDI turbo diesel into EG
ive been thinking of trying this out . the price for the motor/tranny is still preety priceyis the only thing really stopping me. ive seen some people bump the boost up and make tons of torque under 2000 rpms in the 300's!!!!
10-05-2011, 05:00 PM
#10
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Re: N22A2 i-CTDI turbo diesel into EG
This is EXACTLY what Honda should have focused their "Green" efforts on instead of the stupid to hell hybrid technology.
Great job gerryturbo!!
Great job gerryturbo!!
10-20-2011, 09:37 AM
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Re: N22A2 i-CTDI turbo diesel into EG
not done much recently, been spendin the time rebuilding the gearbox and upping the boost in my K20 JRSC Jazz (Fit)
10-20-2011, 10:45 AM
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10-21-2011, 01:01 PM
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Re: N22A2 i-CTDI turbo diesel into EG
Awesome build, subscribed! And yeah, wereally do need more diesel technology in the U.S. ... Performance + Efficiency, and the emissions aren't even that bad anymore. Gas/Electric Hybrids are worse in so many ways.
Looking forward to seeing what acceleration times this setup will put down. Any plans on modding the motor?
Looking forward to seeing what acceleration times this setup will put down. Any plans on modding the motor?
11-20-2011, 02:10 PM
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