So a buddy of mine is getting ready (sort of) to rebuild/build his F22B2 motor for H4 competition. The car is a '94 LX, and is kind of a pig (min. weight with driver is 2525lbs, one of the heavier cars in the class), so he's looking to get as much power out of it as possible.

So by H4 rules, the engine has to be pretty much stock. Overboring by 0.040" is allowed, but OEM or exact equivalent must be used (meaning F22B2 pistons, no parts swapping for H4). Valve job is legal, as is a 1" port job on the intake and exhaust ports. Compression can be raised by 0.5 point to a maximum of 9.3:1 in this case. Timing gear has to be stock, as does cam gear, but both are allowed an "offset key" to give one specified change. Cams must be completely stock. Hondata or similar tuning things are allowed.

Having said all that, what should he be able to expect with an engine built to the limit of the rules? Assume 9.3:1, 0.040 overbore, fresh head with portmatching, SMSP header and Hondata or Crome tuning. Stock, the engine is rated at 130hp/139lb/ft.

Also, does anyone have any suggestions within those limited rules as to what else could be done? We're not sure yet about balance shaft removal (as far as legality), so that may or may not be possible.

 

could he run the f22a1 and be legal?? the f22a1 ports are very similar to h22 ports, just a smaller valve, those motors can make a ton of power.

send it to BradZ at RLZ for his baller valve job/port, mill the head and deck the block to the max of the rules. you should be able to run w/o the balance shaft belt and be in the rules (corey did in his h2 prelude a long time ago).

 

ummmm i used to work on a honda challenge car and u pretty much have the rules covered. im pretty sure he was in h4 and he was using a k20 block and head with oversized oem pistons and he milled the block a lil and the head a lil to get some comp out of it but he was using the k20 type-r cams and intake manifold. hes now in the HU classe runing a k20 turbo.

also u might want to look into the transmisson because if im correct ur allowed to run a higher final drive in it. but as far as hc goes there really is no way around the rules.

 

You can't change the intake manifold?

Look into low friction coatings for all the internals to squeeze out a few more ponies.

There are plenty of h/f series combos that can be put together if there is any way at all to legally use other parts. There has to be some back-door for a car that seems to be at such a disadvantage. There is no way he would ever keep up with a stock prelude or gsr in that class.

 

I'll have to see about the F22A1, what car did that originally come in?

And this is actually Corey's old car (well...his other car) We were also told by him that it's legal to skip the belt, but couldn't find anything specifically in the rules about it.

For this class the intake manifold cannot be changed. Friction coatings aren't a bad idea. And for sure, there's no parts swapping between engines or engine series. However, the only Preludes and Integras he has to compete with are the non-VTEC ones. The VTEC models go to H3 or H2.

And cartune, what are you talking about exactly? There are no K20s whatsoever allowed in H4, and HU is no longer in existence. You are right about the transmission final drive though, I'm just not sure that anything is available for his particular transmission.

 

PM'd.

 

what about swapping to a a1 head and using regrinds.

i welded my old single cam upper manifold and matched bored it to a h22 throttle body....worked great but i dont know if its legal

 

If you are allowed a F22Ax head swap look for the F22A4 or the F22A6 (1991 Accord SE) as they were rated at 140hp and had the dual runner intake manifold for marginally better low end torque. Link that with a nice Bisi race header, 9.8 compression and no balance shafts it will be a little snappier.

Pirate

 

I don't think any head swaps are allowed, unless these models are the exact equivalent of the F22B2 (like B18A1 and B18B2 or whatever). He's got an SMSP header already, so that's covered, but CR is limited to 9.3:1. Reground cams are also not legal, same with IM modification and swapping throttle bodies. This class is less about the car than the driver Still, the car needs guts against the other well-built guys running.

 

where can i find the rules for the Honda Challenge??

 

I you don't mind me asking how long did it take you to get the SMSP header and if you wouldn't mind if I'm not being picky if yo ucould PM me a ball park price. I would love to get my hands on one for the F22b2.

 

http://www.nasaproracing.com/r...e.pdf

For the SMSP header, that was made a good long time ago for the previous owner of the car. Neither I nor the current owner knows the price or wait-time. Just knowing Dave's stuff, I'd ballpark the price ~$600-1000, depending on what material and coatings (if any). It might be more or less than that because of the engine (not many F22 people are asking for it, would be my guess). Wait time will be...awhile.

 

My SMSP took me about 6-8 weeks to get. Took a little longer due to Dave having to get the flange done and wait on some parts. Custom SS big tube with the waterjet flange and big collector for a D16. He doesn't stock waterjet SS flanges for the D so that took a bit.

 

do a final drive... the stock h22 or an aftermarket should be legal,

you have 4.06, h22 is 4.266

 

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And this is actually Corey's old car (well...his other car)

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Actually, my old car. I bought it at auction thinking it was the ticket for IT but I was off a year. My info came in a couple minutes after I had the winning bid.

I haven't made any headers for this engine but I know who you need to get one from. Please email me.

 

Emailed

Bummer it didn't work out. I'm interested in seeing how it keeps up with the Integras and CRXs.

 

pm'd smsp. I'm wanting to know who makes a really good header like yours or one that performs similarly

 

Correction: This is another Accord, not the one I purchased at auction. If we get enough interest maybe something can be done.