After talking with a couple people, they think hogging the F22 bore (in my case F22A1) out to 3.425" could/would be no biggie.

So let me pose this to my fellow honda F series junkies... imagine a type-s piston in your F series if you will. The one thing i see as issue is the compression/combustion chamber is (on the F22A1) 50.5CC. For comparision the H22A is 53.8CC. So .. heh.

Its got me thinkging because A. it means you could run a non-resleeved block and B. someone like me looking for a low boost application (with the right tuning) could have some REAL FUN on a block like that.

something to ponder though... valve clearance issues?

 

the only thing is, whats the final cr?, and is the pin placement the same on the piston?

 

If you could place a type S piston into a (removed head) combustion chamber of an f22 it might give you a better idea on how easily this can be done. I just gave a away my set of type S pistons, but I suppose I can check with a stock set of h22 pistons for comparison tonight as well...LOL.

 

you really want a CR lower than 8.8:1? ain't that low enough for you?

wait is the CR of the F22a1 the same as on my F22b2? I wouldn't think so...

what's the CR of the a1?

 

all f motors have the same 8.8:1

im sure the type-s peestones would raise that, i would rather go to a forging

 

they should be, the F22 uses the same crank and rods as the H23 motor

 

actually the f23 motor has a 9.2:1 compression, im pretty sure its in the 9's

 

doh i was looking at the list that does not include the f23, completelly PHOrgot

 

no im trying to boost the hell out of it cheaply.


F22A1 = 8.8:1 CR .. what would be the final CR??? I'm guessing high 10's low 11's.

This would be way more cost effective than going forged. You can get type-s pistons/rings pretty cheap.


[Modified by GimpyAccord, 1:33 PM 9/25/2002]


[Modified by GimpyAccord, 1:35 PM 9/25/2002]

 

how do you know that from just the combustion chamber volumes? and stock compressions?

 

well some mathmetical/volumetric stuff will give you the answer, but just by eyeballing those pistons and knowing the CC is 3.8cc smaller I'm guessing it'll be simular or even higher than a Type-S H22A.

 

are you going to do this?

 

My stock f22b5 has a 9.8:1 CR...

 

I'd like to... before I can continue though I need to get that engine from Accord94DX's buddy (f22b1). Would give me a nice strong bottom end.

 

which is one of the reasons you have 150hp

yah.. heh not all F's are 8.8.

 

close, 9.3:1

 

a few random thoughts on this

the F23 has a nikasil cyl liner that does NOT like to be bored. Is that the case for the F22? I don't know.

If cheap is the operrative word, boring cyls and opening up the CC on the head does not fit the bill. I'd be interested in the cost efectiveness of this Vs. forged pistons.

 

Is this a fact? I thought OEM parts cost an arm and a leg anyway....figured custom would be the same if not less. Got my wisecos with rings for less than $500.

 

2point6 told me that older F22's like mine have iron sleeves. SO if that is indeed the case, its a non issue for me.

The way i look at it.. if i had to rebuild my F22A1 anyway (which trust me.. I do) and can indeed bore those iron sleeves to my bidding, I have saved quite a bit of money.

PS I've seen people selling new Type-S pistons/rings for around the 200 mark before.

 

scott i hate to bug, but i would like to know if this can be done, thank the lord teh f22b1 is iron sleeved w00t! anyway my only issue is the differenace of pin placement ont he piston between the h22ts and f22 since the rod on the h22 is a tad longer than the f's. IF not then ill just get a set of arias or wiseco's at 11:1

 

pins in the same place. the different is made up in the stroke...

I have thought about trying to use the H pistons that Endyn makes instead of Type-S .... well the problem is they use a 22mm pin, and that means NO STOCK RODS FOR YOU.. come back 2 year.

Arias pistons you might have trouble with.. the rings they use are chrome-moly and they claim even stock iron sleeves cant handle it... who knows??? Maybe they're just kissing *** to Golden Eagle.

I think this is a very do-able internal component swap.

I'm keeping it all mum for now, but i'll be giving updated on my Ghetto F buildup.. just aquired ahead that i'll be massaging a bit.


[Modified by GimpyAccord, 6:47 AM 10/3/2002]

 

How much longer and will H22 rods fit the F22 block and crank ? As in, are the journal diameter and width the same, would there be any clearance issues with the big end of the rod and the F22 block, etc.

I ask because I'm beginning to lean toward the "F" side. Rather than do an H22 swap on my '92 I'd like to see what I can squeeze out of an F22 first using what I've learned over the years. Longer rods can help boost mid range torque and broaden the overall torque curve. Provided a suitable piston could be found or modified to work. One of the hottest Chevy combos right now uses a 400 block, 3.25" stroke crank, modified rods out of a Ford 300CID inline six and custom pistons. Many times though an existing stock piston can be found that can be modified. Could be interesting.

GimpyAccord, don't suppose you'd share some of your notes ?

 

h22 rods are .5mm longer if memory serves me right

 

Just totally ignore (except for H23A1) H-rods. You cant use em.... you gotta use F/H23A1 (same) rods.

 

Oh well, it was worth a shot, and if the difference is only .5mm not worth consdering. 5mm on the other hand might have been worth it.


[Modified by Hippie, 11:32 AM 10/3/2002]