I am making plans for my hatch and just wanted to hear from people who actually have the H22 swap in what do you like and dislike about the swap. DO you wish you went another route? Or does the front end feel a bit too heavy? Etc.

I am pretty new to the honda scene so I am trying to figure out what would be the best route for me and so far I am liking the idea of the H22. Thanks in advance

 

I dont have one but the h22 lacks the after market support that a b series has. Think of the B series like a SBC. If i was you a b18c with turbo or b20 with b16a head but the b20 blocks are weak...siamese bore?

 

Ah I see. But I am pretty much looking for something that could get me into high 13's and I am sure the H22 would do the trick with bolt ons and money wise I believe maybe the H22 would be the best bang for the buck. If I am wrong then what other choice would be better?

 

I would thinks a b20 with b16a head would be the best bang for what your trying to do. Get a b16a tranny though. With a big tb,large runner intake manifold and big cams and good clutch you would probably reach your goal with out being boosted.

 

[QUOTE=NAIIAWAH]I would thinks a b20 with b16a head would be the best bang for what your trying to do. Get a b16a tranny though. With a big tb,large runner intake manifold and big cams and good clutch you would probably reach your goal with out being boosted.[/QUOTe

big time agree

 

if all you want is high 13's then get a first gen b16 cheaper or the second b16a2, get a nice set of camshafts, manifold, good header and ecu with good tires and you should be there, everything will cost as much as getting an h22 done in your car if all you want is just high 13's..

my buddy has skunk2 stage 1's cams and gears, skunk2 manifold, bbk tb, p28 skunk2 chip, and kamakzi headers, with slics and ran a best of 13.4, but 13.5's .6s .7s .8s .9s and 14.00 all day..

 

you can hit low 13s all day long with a practically stock h22 ef and ok driving...and by stock i mean just an intake no bolt on parts...invest in slicks and learn to launch and you can hit 12s no problem...think about it your gonna drop all this money on a semi modded b series or a stock h22...but at the same time the only option left at this point to make more power on the B is a total engine rebuild...with the H your still stock and have room to start messin with bolt ons and move into internals if u feel the need to go faster...some people might argue about it but the H is pretty much a big block B...and yes there is aftermarket support for the H because people are starting to realize how much potential they have...i was gonna swap an h in my hatch but i think ima jump on the k series bandwagon...for the amount im gonna drop for an h swap i figure just save up for a few more months and go with what i really want

 

just thought id mention that people will try to make you believe that the H is super heavy and is gonna throw off the whole balance of your car blah blah blah...unless your a road racing or autox enthusiast ur pretty much good to go on a set of decent lowering springs/shocks...whatever you choose i recommend reading as much as possible about each motor and try to find someone with one and let you drive it and see how you like it..good luck

 

IMHO go K series it fits way better in the engine bay. It is way less cramped and really easy to work on. It's almost like Honda intended we would do this. A h22 on the otherhand is a cram fest. I put one in an EG, and it was tight, I can't imagine putting one in a CRX. K is the future, do you want to dwell in the past? besides that it is lighter, and has a stonger aftermarket support IMO, K is the best way to go.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by -=KRXBart=- &raquo;</TD></TR><TR><TD CLASS="quote">IMHO go K series it fits way better in the engine bay. It is way less cramped and really easy to work on. It's almost like Honda intended we would do this. A h22 on the otherhand is a cram fest. I put one in an EG, and it was tight, I can't imagine putting one in a CRX. K is the future, do you want to dwell in the past? besides that it is lighter, and has a stonger aftermarket support IMO, K is the best way to go. </TD></TR></TABLE>

you left out the most important factor of all bart.

GEARING.

h tranny is pretty crappy. take as proof of this the fact that guys go through all the trouble of maching adapter plate kits just to get a b series tranny mated with an H block to make the car faster.

and the results they get are impressive afterwards.

the k gives you 6 gears which helps on gas and much better gearing down low.

both swaps arent easy either but since you said you've been reading you know what your up against.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by doublethink &raquo;</TD></TR><TR><TD CLASS="quote">
both swaps arent easy either but since you said you've been reading you know what your up against.</TD></TR></TABLE>

I have to argue that point. Once all of the welding, and trimming, and denting is done. The wiring, is plug, and play, and it is the easiest engine to install in a CRX, that I've ever done. Fits better than a b, or a d. This is the only engine I've ever easily pulled out of the top of a crx bay. The rear mount that is always a Pita was a cake walk. It is so easy to get to. Not to menton the better cornerweight balancing, as the engine is opposite of the driver, and the fact that the weight is futher back. Oh and the gearing is a good point also. Besides that nothing beats a nice fresh new 6-speed tranny, with factory LSD. H22 LSD trany, is gonna be a bitch to fit. I had to notch the frame rail, in the EG I swapped it into, for the H22 LSD tranny is larger, than a standard H22 trany. Either way you have to switch to cable shiifter, unless you do an H2B. IMHO Cable&gt;Rods. H22s are just too stinking big. K series fits like a glove in a EF/CRX bay. Now that I know what I'm doing with the whole thing, I bet I could pull a fully funtioning K swap out in under an hour. I would spend an hour, breaking knuckles, and bitching working on an H, and probally still not get anywhere.

 

2point2 custom fitted an H22A into his 88 rex. And it's a damn well fitting engine and it has alot of room in his. I almost threw my H into my EF.

2point2 ran 13.7 first time at the drag strip, stock with bolt ons. Which beat a crx with a b18c1 w/itr, with shaved head, itr valvetrain, ctr cams, b16 w/lsd tranny who had raced before that ran a 13.8...

You pick. I like the H. Torquy, has good aftermarket support (superior to D, not as good a B, but for a daily you won't need the crazy upgrades). But Bart is right, K is the future, but most people cannot afford the K swap yet. Mounts are costly (more then H and B) and the engine itself runs a pretty penny. You can pick up a complete H swap for about 2500$-3000$ (depending on what you get with it). B16A is about 1500, GSR is about 3000-3500$, and ITR is in the 4000-4500$ range, all legit from legit suppliers.

Research my friend, research it to hell.

 

It fits I will give you that, but man that is cramped, and looks hard as hell to work on. Expecially in his car with the spoolymajiggy. Beleive me brother Honda had the K in mind when they designed our cars. It fits SOOOOOOO good.

Like so:


BTW that last pic is my motor I pulled it from Chris's car with him saturday night. I was realy astounded, but the simplicity of the swap. I've allready had it in my car, and back out again for testing purposes. Really easy to fit. Either way there is allot of prep work, but I really love how easy it is to work on a K.

 

Actually before he put that spoolymajiggy thingabobby stuff in the front of that H22, it was very open and simple. And the reason the K is easier to work on is cause it's a smaller engine, smaller = easier to work on. Especially in our engine bays.

But factor in the cost, easier to score the H then the K at the moment. Give it a few years tho when the B is in the metal bins and the H and the D and the K is the god all mighty like the B is right now.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by ludesrv &raquo;</TD></TR><TR><TD CLASS="quote">Actually before he put that spoolymajiggy thingabobby stuff in the front of that H22, it was very open and simple. And the reason the K is easier to work on is cause it's a smaller engine, smaller = easier to work on. Especially in our engine bays.

But factor in the cost, easier to score the H then the K at the moment. Give it a few years tho when the B is in the metal bins and the H and the D and the K is the god all mighty like the B is right now.</TD></TR></TABLE>

Yeah a H has plenty for room up front, but it's the sides, and rear that kills it. I do agree though. I got a good deal on my K, and it was still allot of money!

 

yea the H22 would be a pain to work on but I don't think I would be able to afford the K20. The K20 looks way nicer in there though. HOw is the fitment of the b20? Anyone got a picture of that in there EF?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by projectNEON &raquo;</TD></TR><TR><TD CLASS="quote">yea the H22 would be a pain to work on but I don't think I would be able to afford the K20. The K20 looks way nicer in there though. HOw is the fitment of the b20? Anyone got a picture of that in there EF?</TD></TR></TABLE>

Just like b16 only a shade taller. I'm assuming you mean b20 VTEC.

 

My only regret is that I got HASport's mount kit instead of having Blacktrax fab some up for me.
HASport puts the engine too far forwards and high in the chassis.

I regret it enough that I will be tearing out the mounts and having them redo things from scratch.