Hey guys, i've been doin some thinking about different motors to swap in a civic and i stumbled across a question that i can't find an answer to. I was browsing over http://www.hmotorsonline.com and was looking at a itr engine for around $4,500. A couple of minutes later i see that an h22a 92-95 full motor swap was available for only $1,950. I was even shocked to see that for 300 dollars more you can have the LSD tranny.


B18C 96-00 (TypeR) Complete Change Over
200Hp 134Trq 11.1 Compression(JDM)
195Hp 130Trq 10.6 Compression (USDM)

H22A 92-95 Motor, Tranny, Computer
200Hp 161Trq 10.6 Compression (JDM)
190Hp 156Trq 10.0 Compression (USDM)

What exactly makes this h22a motor so much less than the itr motor when the numbers even show that its more powerful?


I searched as hard as i could to find something relating to these two very different prices but came up with nothing.

Any input is welcome.

Thanks

 

swappin in an h22 is much more work than a type r. the type r just drops right in pretty much. the h22 needs custom stuff such as axles, mounts, and shifter cables. also, when people buy a "type r" motor, they r buying just that, a "type r". its all about the name to some people, thats y it costs so much, supply and demand. my .02

 

count on spending $500-$1000 more to do the H swap than the B (with good parts). Factor that in, and you'll see why more and more people are running H's. BTW, definitely get the LSD if you buy that swap.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by IHateJDM &raquo;</TD></TR><TR><TD CLASS="quote">count on spending $500-$1000 more to do the H swap than the B (with good parts). Factor that in, and you'll see why more and more people are running H's. BTW, definitely get the LSD if you buy that swap.</TD></TR></TABLE>



no replacement for displacement.

 

the thing that threw me off from doing the h22 was just the simple size of it in the Civic engine bay. I couldnt imagine trying to do a timing belt or many other things with the engine still in the car. Someone who owns one can tell us if they have tried but i dont want to have to pull a motor out every so many miles just to do a simple maintance work. Thats just the way I was thinking, plus I figured that there must be a reason that almost all Honda drags were using the b18 (this was before the k-seires was in demand).

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by jameskersten1 &raquo;</TD></TR><TR><TD CLASS="quote">the thing that threw me off from doing the h22 was just the simple size of it in the Civic engine bay. I couldnt imagine trying to do a timing belt or many other things with the engine still in the car. Someone who owns one can tell us if they have tried but i dont want to have to pull a motor out every so many miles just to do a simple maintance work. Thats just the way I was thinking, plus I figured that there must be a reason that almost all Honda drags were using the b18 (this was before the k-seires was in demand). </TD></TR></TABLE>

i've done my timing twice since the motor was in the car. its a tight fit, but you can work around it. I did have to take apart my intake manifold to replace my proportioning valve and brake booster though. Honestly, I feel like I have more room working on my H in EG than my old roomates B in EF.

 

I've had an h22 in both an ek and eg and never had to pull the motor for any maintenance work. You can get the swap, some good boltons (190-200whp) and great tuning for the $4,500 for the 170-180whp type-r motor. And a crapload better daily drivability.

 

hopefully this thread desnt become an h vs. b thread.
but besides that, yes an h22 requires more work, but it has more power potential.
however, unless youre planning to make tons of power, i'd go for a gsr b18c1. its cheaper than an overpriced type r and makes good power with still a lot of potential.

work + high hp vs. less work + less power (but still plenty enough for tons of thrills)

 

Awesome, thanks for all of the reply's here, its real interesting to hear peoples opinions.

oook, i see now, so basically its about the ease of putting the itr in vs the higher potential of the h22a. Makes sense because i don't want to have to be running around for little mods just to make this engine fit for a couple extra hp. I was under the impression that the h22a was just a worse off motor than the itr.

So you guys are sayin for a daily driver/weekend racer the b18c1 or b18c5 would be best with some mods?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Inside the Torn &raquo;</TD></TR><TR><TD CLASS="quote">So you guys are sayin for a daily driver/weekend racer the b18c1 or b18c5 would be best with some mods?

</TD></TR></TABLE>

All I can say is I am very happy with my H. For me it was well worth the extra install time (its really not that bad). In fact, I would think that the fact that you have to cut up your car (shifter and pass mount) would be more of a deterrant to the swap than the install time (meaning once you go H, its harder to put a B or D back in). I've never owned a B though. B18C1 swap is about the same price as H22 swap when its all said and done, so go with whichever you are more comfortable with.

 

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



no replacement for displacement.</TD></TR></TABLE>

 

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

All I can say is I am very happy with my H. For me it was well worth the extra install time (its really not that bad). In fact, I would think that the fact that you have to cut up your car (shifter and pass mount) would be more of a deterrant to the swap than the install time (meaning once you go H, its harder to put a B or D back in). I've never owned a B though. B18C1 swap is about the same price as H22 swap when its all said and done, so go with whichever you are more comfortable with.</TD></TR></TABLE>


You have to cut up the shifter and pass mount for a gsr swap on a ek hatch? Given that info... the advantages/disadvantages are ab out even now...

 

cant agree with u more, i have a b18c1 on my del sol and is a beast..runs really hard....now an H swap is great and if u work it is even better, my friend is running 11's all motor on his eg but he knows how to install a b-series trans on the H22..how, i have no idea...i would go with GSR bu u do as u like...H22 requieres a lot of work..type r is beautiful but if i had 2g's left i can do some crazy mods to a b18c1...just my 2 cents...

 

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


You have to cut up the shifter and pass mount for a gsr swap on a ek hatch? </TD></TR></TABLE>

No, you have to cut a hole for the shifter and trim and re-drill the bracket on the frame rail that holds the tranny mount for the H swap. None of this is necessary for a B swap. That's pretty much the reason people say the H is harder.

 

OOOH, gotcha.


Well, thanks everyone for their two cents' i really learned a lot here.

 

If this is your first swap, go with a B series. Fewer headaches, but less rewarding.