I dare you to not sleeve.

YES YES YES.... DAMN IT MAN

if you read the post then why the **** are you asking this again

Dammit, read my post; I have yet to see a complete answer to my question. You among 85% of the other 'ricers' out there somehow accept anything written on a message board. The replies in the previous post weren't good enough for me; I'm looking for logic. Troll along...

Look at the pics. Pistons don't magically float in the cylinder, they do touch the cylinder walls, especially with the rod/stroke of the prelude engine. Aluminum of Aluminum would wear very quickly as shown in the S2000 pics. So what if the piston crown doesn't touch the walls, the rest does. Evidenced by the scoring on the walls and the piston.


[Modified by satan_srv, 9:43 AM 10/27/2002]

hmm always thought that pistons didnt actually touch the cylinder walls, they don't magically float in the cylinder wall -- thats what the piston rings are for

hmm always thought that pistons didnt actually touch the cylinder walls, they don't magically float in the cylinder wall -- thats what the piston rings are for

not that i dont believe that u dont need a resleeve for forged pistons, but the guy is asking for facts.. so far no one has given a logical reason why it cant be done, only flames..

as for those pics, i remember seeing those somewhere i think that is a s2k block , that damaged could have been caused by an improper install or something else..

please this guy is asking for a logical explanation, not flames..

you my friend, are a complete moron. all he ahs to do is uet the f*cking search function. the question get answered all the time. just like satan, i too didn't feel like posting a big long response to a question that has been answered time and time again.

Dammit, read my post; I have yet to see a complete answer to my question. You among 85% of the other 'ricers' out there somehow accept anything written on a message board. The replies in the previous post weren't good enough for me; I'm looking for logic. Troll along.

Easy now....lets just see where this goes...play nice.

Dammit, read my post; I have yet to see a complete answer to my question. You among 85% of the other 'ricers' out there somehow accept anything written on a message board. The replies in the previous post weren't good enough for me; I'm looking for logic. Troll along...

bitch, call me a ricer again, see if i EVER answer anymore of your supid *** questions. as far as i'm concerned thay can ban you for all i care. you my friend, are a part of the problem, you need to be more concerned about the solution. that is no way to get your questions answered.... you are now on my **** list,

Who the F, is this guy!? Just because we choose not to answer a question that has been asked and answered over 50 times for a noob who refuses to use the search feature doesnt make us Ricers... I take personal insult to you coming on here and taking pot shots at Satan especially seeing as though not only is he a productive member of Honda-tech that actually contributes to making this forum a better place, but i assure you his car is not only far from being rice, its probably 10 times better and faster than your Uncle Bens POS... Tell ya what buddy, when i want the opinion of an *******, i'll fart..

bitch, call me a ricer again, see if i EVER answer anymore of your supid *** questions. as far as i'm concerned thay can ban you for all i care. you my friend, are a part of the problem, you need to be more concerned about the solution. that is no way to get your questions answered.... you are now on my **** list.

The type C32B engine is an enlarged version of the C30A with its bore increased from 90 to 93 mm, retaining the original 78-mm stroke. This was done by adopting fiber-reinforced metal (FRM) cast in an aluminum block, instead of the type C30A's iron liners. This material combination was originally applied to the Prelude's 2.2-L inline four-cylinder block which had started out as a 2.0-L unit. The C32B thus gained 202 cm3, now displacing 3179 cm3. The engine block has shed 3 kg in mass as compared with the 3.0-L unit. The crankshaft and piston pin diameters have also been enlarged: the former from 50 to 52 mm and the latter from 22 to 23 mm.

Common with all H22A engines is the open-deck aluminum cylinder block with cast-in iron liners–a change from the previous closed-deck design. The open-deck design is less prone to casting reject, and its productivity is higher. A new, three-layer, two-bead welded head gasket compensates for reduced rigidity of the block. The new piston design for the H22A features a full-floating crankpin which contributes to quieter engine operation by allowing a closer fit between the pin and the piston, thereby reducing any clatter when the engine is cold.

Engine Block, Cylinder Heads, Crankshaft, Pistons (return)

To achieve both light weight and durability, the engine block is made of aluminum alloy. While cast iron cylinder liners are used on the 3.0-liter engine, the cylinders on the 3.2-liter V-6 are made using an advanced metallurgical technique called Fiber Reinforced Metal (FRM), in which an ultra lightweight alumina-carbon fiber is cast into the traditional aluminum alloy for enhanced rigidity. This process allows displacement to be increased without increasing bore centers while providing outstanding cooling characteristics.

The 3.2-liter engine has cylinder bore surfaces consisting of a 0.5 mm-thick layer with fibers of carbon and alumina (aluminum oxide, or Al2O3) in the aluminum alloy. In production, the cylinder block's aluminum alloy is poured around cylinder cores composed of these two fibers. The cores absorb the molten aluminum during the casting. After casting, the cylinders are bored to a slightly smaller diameter than the outside diameter of the cores, leaving a tough, wear-resistant, composite cylinder wall integral with the block but reinforced by the fibers. The process allows larger bores within the same external block dimensions and bore spacing, and makes open-deck block construction possible. This is appropriate for the 3.2-liter NSX engine's higher performance level. The elimination of iron cylinder liners allows a weight reduction of 5.3 lbs. for the larger displacement engine.

Because aluminum-on-aluminum is not an ideal combination for durability with a piston sliding in a cylinder, the 3.2-liter aluminum pistons are given an iron coating. The piston crown has been reshaped to improve heat resistance, and the pin diameter enlarged to cope with the higher power output. Conventional aluminum pistons are used in the 3.0-liter engine with iron liners.

The crankshaft on the NSX engine is a forged unit made of a special high-strength steel to cope with the high power output of both engines.

The low-pressure cast aluminum cylinder heads maximize flow into the combustion chambers in the 3.2-liter engine, where 36 mm intake valves are used. Even though the valve diameter is 1 mm larger than in the 3.0-liter engine, a unique cup shape is incorporated into the valve head to allow it to maintain the same weight. To further increase air flow, a special four-angle valve-seat machining process is used to create a gentle radius leading from the intake port into the combustion chamber - a process typically reserved for racing applications. The head gasket on the 3.2-liter V-6 is made of stainless steel to ensure a positive seal with the FRM cylinders. The combustion chamber for both engines is a pent-roof design with generous squish area to promote swirl and enhance combustion efficiency. The spark plug is centrally located for optimum flame propagation and features a platinum tip for improved durability and longer service life.

Interesting. So some H22As have cast iron liners instead of FRM. I'm guessing this includes all of the 5th-gen Prelude H22A motors, both JDM and USDM 'H22A4' blocks.