F22B1 block H23A head Vtec
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F22B1 block H23A head Vtec
So there’s a wealth of information on the h22 head with a f22b2/a1 block Frankenstein motor builds people do. I’m doing something a little bit different, I have an F22B1 VTEC with a h23A VTEC head I’m throwing on top. My main question is, should I be using an H22 timing gear or an H23 timing gear. I have seen some pretty contradictory information on this.
Please leave any at all $0.02 Comment saying just H swap it to yourself. I’m trying to do this as a challenge, so I can dive in headfirst into the Honda World coming from working on V-8’s and carbs my whole life. Thank you for any and all other information you can provide, I’d greatly appreciate it. And thanks for your time.
Please leave any at all $0.02 Comment saying just H swap it to yourself. I’m trying to do this as a challenge, so I can dive in headfirst into the Honda World coming from working on V-8’s and carbs my whole life. Thank you for any and all other information you can provide, I’d greatly appreciate it. And thanks for your time.
Last edited by f22B1LT; Nov 13, 2020 at 11:01 AM. Reason: Incorrect title
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Re: F22B1 block H23A head Vtec
I will give you my $.03 constructive criticism since you're not open to $.02. You're new to this as you plainly stated. I've been messing with the H/F platform for 15 years now.
This is a waste of time/resources for many reasons. Bore to combustion chamber mismatch, much lower compression of the F22 bottom end vs the H23A, hackery involved putting it together, headgasket won't align correctly, very likely to have major oil leaks over time, etc etc. All that work for MAYBE 75-80% of the power of an actual H23A. You will put down 160-170whp at best. It will not run as well or be as reliable as a factory H series by a long stretch.
You will also be severely limited by the geometry/design of the F22 bottom end if you ever decide you want more and build the head. The F22 bottom end will not tolerate the kind of RPM the H series head will want to make any kind of decent power. The H23A bottom end has a lighter crank, shorter/lighter rods with bolts instead of studs, and strutted pistons to cope with additional forces involved with turning it higher. Just because they are both 95mm stroke means nothing.
There's a reason these builds didn't take off initially and why they are not done at all today. Just because you can do something doesn't mean you should.
If you want more power, throw some ARP headstuds into the stock F22 and make 300whp with a turbo setup. Or find an appropriate bottom end for your H series head and make 200-210whp NA.
This is a waste of time/resources for many reasons. Bore to combustion chamber mismatch, much lower compression of the F22 bottom end vs the H23A, hackery involved putting it together, headgasket won't align correctly, very likely to have major oil leaks over time, etc etc. All that work for MAYBE 75-80% of the power of an actual H23A. You will put down 160-170whp at best. It will not run as well or be as reliable as a factory H series by a long stretch.
You will also be severely limited by the geometry/design of the F22 bottom end if you ever decide you want more and build the head. The F22 bottom end will not tolerate the kind of RPM the H series head will want to make any kind of decent power. The H23A bottom end has a lighter crank, shorter/lighter rods with bolts instead of studs, and strutted pistons to cope with additional forces involved with turning it higher. Just because they are both 95mm stroke means nothing.
There's a reason these builds didn't take off initially and why they are not done at all today. Just because you can do something doesn't mean you should.
If you want more power, throw some ARP headstuds into the stock F22 and make 300whp with a turbo setup. Or find an appropriate bottom end for your H series head and make 200-210whp NA.
