O.k. so as i've been reading up on my motor and some of the swaps for my 5th gen accord. . . it seems like the people who want to boost their motor are sticking to SOHC motors and non-vtec.. .y? I truly love N/A vehicles but sometimes what u put into them isn't what you'd expect out them. Besides spoolin F22 would be badass. . Is it more difficult to rebuilt my F22b1 and turbo or to swap to a F22b non vtec and turbo. What would be a draw back for going to DOHC from SOHC when boosting. And what is soo bad about boosting vtec motors.. . is it a conflict with the vtec controller and installing a boost controller on the same motor or what?

 

P-Adams seems to think non v-tec is better for turbo and I would agree.

 

You should do a search and all those questions you had will be answered.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by YeuEmMaiMai &raquo;</TD></TR><TR><TD CLASS="quote">P-Adams seems to think non v-tec is better for turbo and I would agree.</TD></TR></TABLE>

average tuner will love to tune non-vtec motor with boost, you'll see the vtec dip if you boosting on h22 right after it kicked in.

 

Well most people don't directly touch on y they value a turbo'd F22b1 over swaping and boosting a H-series moto. All i ever hear is motor swap this and motor swap that. Either an F20b or H-series for the accord. .. .just trying to check out some other options. Ooo and this may be a noobie quest... but i've gotta buddy who claims he swapped his F22 for a B18 into his 5th gen accord. . didn't think tha was possible but correct me if i'm wrong.

 

There are really but three issues which determine a successful turbo project.
Forged pistons
Base (Mechanical) Compression Ratio
Valve Event Timing

Forged Pistons: Capable of withstanding additional stresses, exibit improved dimentional stability and traditionally are heavier (thicker) in the dome area.

Base (Mechanical) Compression Ratio: The Published Compresstion Ratio (The value determined by a formula based the sum of the Piston swept volume and the combustion chamber volume / divided by the Combustion Chamber Volume)
Most turbo applications have a base C/R of 8.0:1 to 9.0:1. The F22Bx Family of engines sport 8.8:1 compression ratios. (the H22 family of engines range from 9.8:1 to 11.0:1 c/r)

Valve Event timing: Turbo Cams (Those specifically ground for turbo applications) are more of a short duration (Torquer type) cam. The theory being that there are losses to be had for having either the intake opening too soon (reversion) or the exhaust closing too late (Compression losses and some of the a/f charge escaping into the exhaust.

With regards to the Vtec function: It's a great work-around for a n/a engine looking for an additional kick at higher rpm. It still allows a small displacement engine to develope torque at low rpms from a short duration cam and allows the engine to develope additional hp by extending the valve event at higher rpm. Surprisingly, it works against a turbo when it activates.

P

 

Well that was helpful. . Thx P_Adams. . so what is a common boost range for honda blocks. Unlike most mitsubishi or subi's honda blocks aren't bullet proof are they and can't stand upwards of 50+ psi. Of course the bottome end has to be rebuilt plus some head work but 15psi or 20psi. Some people only push their rebuilt hondas to 15-20psi and call it high boost. Whats the dealy yo...

 

15-20 is decently high boost yo. thats why they call it like it is. 50 lbs is ALOT of boost.

roughly 1 bar (14.7) you're doubling a motors volumetric efficiency, tahts the 'thumb rule'.

 

Hello whats up I just got a question to ask wondering if you might know the best and easiest way to swap an h-22 engine into a 92 accord ex i am new at this website and really dont know alot of places to ask questions about my car, but i do know how to work on iti would really appreciate if u could help me out

 

This website has a pretty good rule of thumb for beginners. . theres another good write up . . but i can't remember where its @. i'll look


http://www.sportcompactcarweb....ybrid/

found it. . u've gotta pay 9.95 but i think its worth it
http://www.ultimateresourcegui...x.php

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by accordfanatic &raquo;</TD></TR><TR><TD CLASS="quote">Hello whats up I just got a question to ask wondering if you might know the best and easiest way to swap an h-22 engine into a 92 accord ex i am new at this website and really dont know alot of places to ask questions about my car, but i do know how to work on iti would really appreciate if u could help me out</TD></TR></TABLE>

Search around HT. This subject has been covered quite a few times or you can look on cb7tuner.com. Look under swaps and go to swaps/hybrid thread index which is stickied at the top of the page on the cb7tuner.com website. That should tell you how to do your swap. The sport compact car site is an alright site but its more focused on the 5th gen.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by P_Adams &raquo;</TD></TR><TR><TD CLASS="quote">There are really but three issues which determine a successful turbo project.
Forged pistons
Base (Mechanical) Compression Ratio
Valve Event Timing

Forged Pistons: Capable of withstanding additional stresses, exibit improved dimentional stability and traditionally are heavier (thicker) in the dome area.

Base (Mechanical) Compression Ratio: The Published Compresstion Ratio (The value determined by a formula based the sum of the Piston swept volume and the combustion chamber volume / divided by the Combustion Chamber Volume)
Most turbo applications have a base C/R of 8.0:1 to 9.0:1. The F22Bx Family of engines sport 8.8:1 compression ratios. (the H22 family of engines range from 9.8:1 to 11.0:1 c/r)

Valve Event timing: Turbo Cams (Those specifically ground for turbo applications) are more of a short duration (Torquer type) cam. The theory being that there are losses to be had for having either the intake opening too soon (reversion) or the exhaust closing too late (Compression losses and some of the a/f charge escaping into the exhaust.

With regards to the Vtec function: It's a great work-around for a n/a engine looking for an additional kick at higher rpm. It still allows a small displacement engine to develope torque at low rpms from a short duration cam and allows the engine to develope additional hp by extending the valve event at higher rpm. Surprisingly, it works against a turbo when it activates.

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

I would like to strongly disagree with many of these comments...

first of all, a successful turbo project completely depends on tuning, and nothing else...against common belief, you can actually succesfully boost and h22 reliably if it is tuned properly...the internals are important, don't get me wrong, but everybody who has had experience with boosting (especially hondas) will tell you that tuning is the #1 key...

next, vtec will not really add any drawbacks to a turbo motor...it will basically allow the same thing to happen as it does an NA motor, and that is to employ a longer duration and higher lift in the upper rpm's to allow better breathability and extend the powerband in to the upper rpms...i've also heard the argument that the vtec system will actually help with turbo lag by increasing the exhaust charge velocity at lower rpms to get the turbo up and going a bit quicker...the only drawback to a vtec motor under boost is that the cams usually have a slight bit of valve overlap from the factory...it's not really a major issue though and if you end up replacing the cams, no issue whatsoever...

 

Yeah a B series can swap into an accord, smaller engine. That's not to say that the swap wont require any fabrication, its a smaller engine so it will fit, but the mount locations are gonna have to be changed.

 

For alot of the cars that are boosted and want to become boosted they are lowered in compression because the motor is going to be put under extra pressure from the turbo. So if the H22a motors are prone to having a higher compression ratio after they've have been decompressed wouldn't that have and affect on how well the motor reacts to a turbo. Well besides the fact that most honda blocks don't react well to high pressure boost wouldn't that limit the ability of the H-series motors. Were talking a good setup of oem internals and acouple A.M. parts . . no over bore, hone, sleeve etc to prep the block for the higher levels of boost. Also whats would the comparison of a torque curve look like with a Dohc boosted motor over a Sohc motor. I 've heard that a Sohc motor will not produce as much torque as a Dohc motor will.