Just thought I would post a quick preview of my new setup which will be running in a few months. I will periodically post pics as it progresses.

To date:
-fully built h23 bottom end (from my old 550+whp setup, includes h23 rods, pistons, crank, fully balanced, balancing shafts removed)
-built h22 head including (oversize valves, valvesprings, retainers, lots of head work, bronze valve guides, stock cams with gears)
-custom geared transmission (mixed and matched) with LSD
-custom exhaust manifold (in progress)
-modified stock intake manifold with Q45 85mm throttle body (in progress)

-the remainder of the items such as the custom 62-1 turbo, etc. are from the old h23 setup

The pics are very preliminary, but I thought some might enjoy them!














Modified by XES at 6:35 PM 1/20/2005

 

looks like lots o fun

 

whats the brass looking thing in the last picture?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by XES &raquo;</TD></TR><TR><TD CLASS="quote">Just thought I would post a quick preview of my new setup which will be running in a few months. I will periodically post pics as it progresses.

To date:
-fully built h23 bottom end (from my old 550+whp setup)
-built h22 head including (oversize valves, valvesprings, retainers, lots of head work, stock cams with gears)
-custom geared transmission (mixed and matched) with LSD
-custom exhaust manifold (in progress)
-modified stock intake manifold with Q45 85mm throttle body (in progress)

-the remainder of the items such as the custom 62-1 turbo, etc. are from the old h23 setup
</TD></TR></TABLE>

nice, crossing over into the dark side, hehe

can't wait to see how it does, are you keeping the same pistons or changing them? the h23 head is a 50cc combution chamber and the h22 is a 53.8 , thats going to drop your compression down... you going to use head studds? whats the expected redline?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by xthephilx &raquo;</TD></TR><TR><TD CLASS="quote">whats the brass looking thing in the last picture?</TD></TR></TABLE>

scatter shield, its so if the clutch/flywheel asembly lets go on high HP cars it doesn't kill someone

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by xthephilx &raquo;</TD></TR><TR><TD CLASS="quote">whats the brass looking thing in the last picture?</TD></TR></TABLE>

Looks like a scatter shield...

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by prelittlelude &raquo;</TD></TR><TR><TD CLASS="quote">
whats the expected redline?</TD></TR></TABLE>

That's what I want to know... I'm guessing not too high since you are boosting the hell out of this thng so you don't need to rev high as well as you are used to an h23 redline so it isn't like you are downgrading from an h22 redline...

 

Looking good brad

I actually have your old head and intake manifold sitting in my garage for one of my current customers looking to match your old 500whp goal.

Did you go through GE for the scatter shield? I need one when I start competing in the late spring.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by prelittlelude &raquo;</TD></TR><TR><TD CLASS="quote">
can't wait to see how it does, are you keeping the same pistons or changing them? the h23 head is a 50cc combution chamber and the h22 is a 53.8 , thats going to drop your compression down... you going to use head studds? whats the expected redline?</TD></TR></TABLE>

The bottom end is all h23, including the pistons. Due to the extensive # of rebuilds and times it has been decked, the pistons come out of the block a little. I clayed the motor a few times and even had to extensively expand the valve reliefs on the pistons to accomodate the giant oversize valves. All said and done I believe the compression is around 9.7-9.8:1 (using the OEM headgasket - which I am).

I am also using ARP head studs and the expected redline is no higher than I ever used on my h23 setup (which was 8200 rpm). In general the only time that 8200 rpm was reached was in 1st and 2nd, but with the new gearing, this motor will not likely see anything higher than 7500rpm in any gear.

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by PrecisionH23a &raquo;</TD></TR><TR><TD CLASS="quote">
Did you go through GE for the scatter shield? I need one when I start competing in the late spring.</TD></TR></TABLE>

I believe it is a GE scattershield (but I did get it used a few years ago). The fitment where the clutch hydralics attaches at the front of the tranny is poor and it will definately have to be modified (but cutting or even possibly making new lines, etc)...but other then that everything is good.

 

Looks awesome Brad

Are you using an AEM EMS?

I await more awesome dyno video's

 

Could you give more details on the mixing and matching you did with gears?

Many people including myself have wondered what can be done in this area.

Looking good! Nothing wrong with a well built H23VTEC

 

I kinda figured you would head this direction at some point brad....... looking good bud

 

I actually have 3 trannys that were involved in making 2 different units. They included an h22 tranny, a f22a unit from the low model prelude, and most importantly an accord LSD tranny. As long as the gear is replaced on both the main and countershaft mixing and matching is no problem. Always, always remember to check all of the clearances in the tranny when you are done. A few years ago the mainshaft was not shimmed properly and I had tranny failure within a few hours.

In one tranny, the accord (or h22) final drive has been mated with the gearing of a f22 unit. In another unit the f22 final drive is paired with the accord gear ratios to make a super closed setup. Also some 5th gears have been replaced, to ensure a lower cruising rpm. The accord LSD has had no trouble being mated with either setup.

When doing the gear to speed calculations I couldnt really see much point in swapping around 1st and 2nd between any of the units. 3rd and 4th on the other hand should be picked to best suit your mph in the quarter, etc. 5th is purely for highway driving (if the others are matched properly).

At the end of the day the one that is in my car is fast as hell with my turbo setup (it was used at the start of last year for a week or so). It has slightly longer ratios than an h22a4 but will ensure that I never have to shift to 5th in the 1/4mile even at 135-140mph (while also making sure that the rpms drop an acceptable rpm between shifts).

To give u an idea here are my calculated gear speeds at 8000rpm:
1 - 42
2 - 77
3 - 114
4 - 155
5 - 199

Here are the gears speeds when I was using a stock h23:
1 - 42
2 - 75
3 - 106
4 - 135
5 - 172

There is some drivetrain loss which seems to move the numbers down 5% or so. Also remember that these numbers were generated with a tire diameter of 25.1 inches.

 

nice work

 

&lt;-------Extremely jealous. Looks like a beast

 

I can't wait to drive this beast when your tuning it in the passenger seat.....hahahahaha....hurry up i wanna see some 700whp numbers buddy.......

 

im wet in my pants

 

nevermind I just read the turbo stuff mang-- badas@# I give that project two thumbsup

 

thats so BADASS, i've been waiting forever for an update ever since you sold your head and intake manifold to my friend.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by XES &raquo;</TD></TR><TR><TD CLASS="quote">I actually have 3 trannys that were involved in making 2 different units. </TD></TR></TABLE>

i don't mean to be a PITA but do you know the exact gear ratios, or list the FD for each.. unless that is something you don't want to post

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by prelittlelude &raquo;</TD></TR><TR><TD CLASS="quote">

i don't mean to be a PITA but do you know the exact gear ratios, or list the FD for each.. unless that is something you don't want to post</TD></TR></TABLE>

I wasn't looking at releasing that information...but it's not like I actually race in competitions against anyone else with an H series motor anyways.

The current tranny in the car uses:
1st: 3.307
2nd: 1.809
3rd: 1.230
4th: 0.903
5th: 0.705 or 0.812
FD: 4.266

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by XES &raquo;</TD></TR><TR><TD CLASS="quote">

I wasn't looking at releasing that information...but it's not like I actually race anyways.

The current tranny in the car uses:
1st: 3.307
2nd: 1.809
3rd: 1.230
4th: 0.903
5th: 0.705 or 0.812
FD: 4.266</TD></TR></TABLE>

thats really cool of you brad. its always great to see people willing to share information. this could prove to be very useful to some people trying to reach similair goals in our heavy *** prelude.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by SKDRCR &raquo;</TD></TR><TR><TD CLASS="quote">Looks awesome Brad
Are you using an AEM EMS?
I await more awesome dyno video's </TD></TR></TABLE>

I will be using Hondata as usual, and trust me I will post the numbers and videos as soon as the runs are made. I should be able to see 450 on 94 octane and 700-800 on C-16 .


Modified by XES at 10:11 PM 1/19/2005

 

Brad your car looks great. I remember looking at your website when we first started working on our Prelude.

Steve Sr

 

this is exactly what i've been looking for, i'm in the midst of building/rebuilding a h23 block with h22 head, could you be ever so kind and make a list of things that are needed for the vtec conversion, and tips or anything really, that'd help out so much.i am also turboing so anything you could help me with would be awsome