vectorsolid

BUT, I do have a few f22 and an F23 laying around. I have to use an "F" block, I can't use the H head. Is there any hope to mismash these parts into something slightly more potent than the stock F23? I don't have that luxury of using an "H" head, but have an H22 block and rotating assembly to molest.

I've been reading for 2 days, and so far, no luck. All the G23 threads are about putting an "H" head on an F block. I don't have the head, and CAN'T use one if I did, for reasons of stomping my buddies on the DL. and it has to be an F block.

What I have.
H22 rotating assembly and block, no head. (don't know more about the block, it's not here) But I'm willing to pick up another.
F22a1 complete, from 90 Accord
F22b2 complete, from 97 Accord
F23a complete, JDM from H-motors.

Little different scenario than the other threads. more of a hybrid "F". or whatever you want to call it. ANY insight is appreciated.
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VTECBrag

Which of them is a dohc head?

VTECBrag

Mating a non vtec DOHC head with H22A bottom end with F23A crank and con rod and H23A pistons should net you around 10.4 CR and a seriously torquey 2.3L engine
You could throw in some cams but honestly the R/S ratio isnt the best high revving

apexi_bb6

I recently combined a h22a4 and a f23(a1 I believe) using h22 block and head with f23 crank and rods with h22 pistons, with OE head gasket .026" the comp was back calc'd at 12.1:1 and about 11.6-7:1 with an .051" gasket. Just waiting to sell an extra car for the cash for the machine shop bill.

Playing around with the spare parts the H22 crank and rods with f23 block head and pistons ended up around 7.4-6:1 compression at a little under 2.1l. I cant remember specifically what the numbers were but boring the iron sleeve f23 to 87mm and using a k24 piston (i think from 09+ tsx) netted closer to 10:1 comp with a thinner HG. Using an H23 or F22(b_?) dohc non vtec head bumped compression alittle more. Both heads allowed use of h23 manifold which is very similar to h22 head and the setup was same displacement as h22.

Keep in mind 98-03 h22 blocks, 98-03 h23 vtec blocks, and 98-02 F23 blocks have 55 mm main crank journals but all of the 97 and older blocks had 50 mm main journals.

So for example a 1994 h22a crank(50mm) will not fit into a 2001 f23a1 block(55mm).

ESP.net

It is a bit of work to get the F23 bottom to work with the h22 head, coolant ports, coolant tube in the back etc etc...

For hassle I would sell the F22's you have spend the $800 get a H23AVtec Blue Top. Then you have the head and a 98-01 H bottom with the 55 mains. Then swap the F23A crank and rods using the H23V pistons. Then you don't have to worry about the actual engine work coolant ports tubes etc. H23V do not have oil squirters either, one less thing to worry about. When this is done your pistons will be out of the hole 39k shouldn't be too big of an issues with a 70k thick headgasket. This will yield roughly 10.5-1 compression ARP head studs and a cometic mls call it a day... From my dyno's should put you in the 220hp and 185 trq range.

vectorsolid

I can't. Gotta be the SOHC vtec head (of some variety) on an f22 or f23 block. I can mix and match internals from f22, f23 or h22, etc.

vectorsolid

The "H" head.

preludeNApower

I am in a very long term process of putting together something similar. I was planning to use;
f23a1 block bored to 87mm
f23a1 crank
either F23a1 or H23 head
and have to figure out the rod/piston combo, I have f23a1 and h22a rods, and was thinking a K series piston or JDM h22

apexi_bb6

Whats the need for the F23 motor, Circle track? As far as keeping the F23 Head goes you are limited in potential, no cam choices (you could contact Gude, they may be able to re-grind something for you, I know they do H23 non vtec cams and H22 vtec cams) If you are doing this for a class and having to meet a rule book, aftermarket headers (pretty much just ebay crap avialable anyway) would probably be out and you will be stuck with a very restrictive and heavy cast manifold. The intake could definately benifit from some port work or even just some clean up and gasket matching. I wouldn't go very big on a throttle body but an H23 one may fit giving you some extra breathing room, but would have to be bore matched. I believe I test fit a H22/23 throttle body on the F23 mani when I still had one laying around. You can also remove the center layer of the oem head gasket to bump compression a bit, and bore out to 87mm and use backwards K24 pistons (they are the correct comp height whereas a H22 piston will stick out and possibly give you clearance issues. You also dont have to worry about using FRM pistons (h series) in steel sleeves.

If your rule book is forcing you to use the factory motor for the car you are running you may want to try a different vehicle, say a 4th gen prelude S, that will keep your costs down and give you an easier to build F22 motor, single cam non vtec, opening up your intake manifold options and aftermarket header options. You will be stuck using 50mm mains unless you can legally use the F23 bottom end (55mm mains for bigger cranks)

H22- 90.7mm stroke 50 and 55mm mains, FRM, 87mm piston
H23- 95mm stroke 50mm mains, FRM, 87mm piston (usa non vtec)
F22- 95mm stroke 50mm mains, 86mm piston (single cam usa/ single and dual cam jdm)
F23- 97mm stroke 55mm mains, 86mm piston (skinny rod bearings compared other H/F rods)
K24- 99mm stroke 55mm mains, 87mm piston (have to be modified for timing belt use)

search H/F engine specs guide for a more detailed thread on compatability