I did search this topic and found some good info, but I want to be certain that I am not going to have any problems with this conversion.

I have read abou the clearance issues with Type S cams in JDM H22a heads, but this should not be an issue in the a4 head correct?

And as far as pistons since my set is already floating wristpin they should just attach with no modification correct?

Should I get different rods since it is going to be cracked open anyway? If so what do you recomend?

What about milling the head to bump compression even more? yes or no? If yes how much? I would like to see between 12.5-13 compression.

Thinner cometic headgasket?

Anything else I should consider before tearing her apart?

Thanks for the help.

 

I would say Hone your block at least, and get the type-s retainers for your valvetrain to help with the clearance issue which I think still happens with the A4 head. Other than that good luck with your build.

 

I don't think I can get my block honed anywhere around here. FRM!!

If I can I will. I would actually prefer boring it .25 over and going with oversized pistons, but that would probably end up breaking my budget dramatically.

 

ttt

 

Do it right or do it twice, thats what I try to live by. However, check your block out when you tear it down, if everything is within tolerance and your cylinder walls look ok, no scratches, egging or scoring then you might be able to get away without a fresh hone but I wouldnt recommend it.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Honda_Fanatic &raquo;</TD></TR><TR><TD CLASS="quote">I did search this topic and found some good info, but I want to be certain that I am not going to have any problems with this conversion.

I have read abou the clearance issues with Type S cams in JDM H22a heads, but this should not be an issue in the a4 head correct?

And as far as pistons since my set is already floating wristpin they should just attach with no modification correct?

Should I get different rods since it is going to be cracked open anyway? If so what do you recomend?

What about milling the head to bump compression even more? yes or no? If yes how much? I would like to see between 12.5-13 compression.

Thinner cometic headgasket?

Anything else I should consider before tearing her apart?

Thanks for the help.</TD></TR></TABLE>

wut issues r there? i was under the impression that the type s stuff was just drop it in n forget about it(other than honing being a good idea)? this is the 1st ive seen anythin on here about clearence issues.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by rawNAprelude &raquo;</TD></TR><TR><TD CLASS="quote">wut issues r there? i was under the impression that the type s stuff was just drop it in n forget about it(other than honing being a good idea)? this is the 1st ive seen anythin on here about clearence issues.</TD></TR></TABLE>

There are issues even though most people say there are none... There is a large thread on this that was discussed a while back... Someone had Type-S Cams in his Stock Head (I think), and both the Rocker Arm and the Cam were milled from incorrect clearances.. It was the... bah... I've gone completely blank on what it was that was the problem...

To the OP, why would the A4 Head be different and not require the clearance changes when the JDM Head would? What are you saying is the difference between the JDM and A4 Heads??

 

The Type S was an OBD 2 motor with all the same differences that the H22a1 and H22a4 have. So I am assuming (and I believe I read it somewhere) that the OBD 2 JDM has the same differences as the OBD 2 usdm (H22a4).

Floating wrist pins for example

Open deck design

And I belive the same head part #???

If the H22a4 head was the same as the jdm/H22a1 head then why would it have a different part #?

 

just get it clayed before you get it put together to make sure you've got clearance.

 

the type-s valve springs and retainers have different part numbers than usdm

 

You might want to look into SH springs/retainers since they're different to accomodate the slightly higher lift of those cams.

 

does anyone here have a website to look up JDM part numbers??

 

The code of the Type-s pistons are:

13020-P5P-J00



Mayby you can do something with it! but i know that the type-s pistons can be placed in a H22A4. They have the same clearance. only a bit higher compression.

 

Type-S Pistons can be put into any H22 engine.....

 

The issue with the type-S cams is the valveguide clearances. Running the right aftermarket retainer eliminates this issue. I have extensively researched this because I was about to do this to my car. Unless the head itself is from a Euro-R, F20B, Type S or SiR-S you must run aftermarket retainers.

 

what retainers will work?

 

Rocket will work for sure

and I have some for sale

but seriously, you can ask either brad (RLZ) or pocketrockets about it.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Honda_Fanatic &raquo;</TD></TR><TR><TD CLASS="quote">
Should I get different rods since it is going to be cracked open anyway? If so what do you recomend?

What about milling the head to bump compression even more? yes or no? If yes how much? I would like to see between 12.5-13 compression.

Thinner cometic headgasket?

Anything else I should consider before tearing her apart?

Thanks for the help.</TD></TR></TABLE>

 

eagle makes a rod specifically for the Type S pistons.

you wont be able to mill the head enough to bump the compression 1 full point. If you are wanting that kind of compression, i would recommend adding stroke to the equation.

 

Here's a question, If I wanted to use Type-S pistons & rods in my 1993 4th Gen Lude, do I need to do anything special with regards to the rods fitting on the crankshaft? As I understand it the earlier model Ludes have a 50mm main journal, whilst the later models had 55mm...

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by UK_Luder &raquo;</TD></TR><TR><TD CLASS="quote">Here's a question, If I wanted to use Type-S pistons & rods in my 1993 4th Gen Lude, do I need to do anything special with regards to the rods fitting on the crankshaft? As I understand it the earlier model Ludes have a 50mm main journal, whilst the later models had 55mm...</TD></TR></TABLE>

Nevermind, have just looked into it and only the main journals increased in size, the rod journals stayed the same

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 98vtec &raquo;</TD></TR><TR><TD CLASS="quote">eagle makes a rod specifically for the Type S pistons.

you wont be able to mill the head enough to bump the compression 1 full point. If you are wanting that kind of compression, i would recommend adding stroke to the equation.</TD></TR></TABLE>

How would I do that?

 

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

How would I do that?</TD></TR></TABLE>

by obtaining a f22a or h23a crank and putting it withe the pistons, rods, and cams. basically your strokin the motor. :D

alot of people like 98vtec are into strokin it.

 

I have 55mm mains

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 98vtec &raquo;</TD></TR><TR><TD CLASS="quote">eagle makes a rod specifically for the Type S pistons.

you wont be able to mill the head enough to bump the compression 1 full point. If you are wanting that kind of compression, i would recommend adding stroke to the equation.</TD></TR></TABLE>

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Honda_Fanatic &raquo;</TD></TR><TR><TD CLASS="quote">How would I do that?</TD></TR></TABLE>

Anyother way to get the compression I want without changing the crank?