I just bought an F22 engine to build. I decided to stay with the F22 because I had already spent alot of money for bolt-ons. I pulled the head off the motor(it's supposed to be a 96 f22b2), and while it looks like it is the same headas my 94, the head codes are different.

Can somebody tell me what the codes HA-2 and HA-7 mean, and if it makes any difference. I don't want to build this other engine and then have problems when I get ready to do the install; not to mention the money spent porting/polishing a head that I can't use.

 

sounds exciting i wish i could help you, good luck.

how about the newer F23 head, have you come across any of those?

 

HA-7 is a 96 - 97 non-vtec, thats what was on my head. i dont know what HA-2 is.

 

The HA-2 is the code on my 94 F22B2 non-vtec head. I just hope it's the same head and the code is just for year, or that trip to Portflow is going to be a real disappointment.


Hey WHONEEDSVTEC, thanks for the info. At least that confirms that the engine I bought is what I thought it was.


[Modified by RABBIT9, 8:46 PM 1/4/2003]

 

no problem man...and your trip wont be a waste...it will bolt up. good luck

 

good luck with the portflow job. i couldnt even get those guys to tell me through email if they would do a head for my car. only response i got was call us for further information.

let me know how it turns out, did you already get a spec list on the head and/or price?

 

Hey KentuckyAccord, the guys at Portflow couldn't have been more helpful. I called them monday and talked to a guy named Tom. He was a real enthusiast and very knowledgeable. He said that they normally worked on the B and H series engines, but if I wanted to build an F-series that they would hook me up. The price he quoted was $900; the same as for the B/H heads. He said that they would be in Japan until the 15th, but they're getting my head as soon as they get back. I'll let you guys know how it turns out. I was thinking about going with the GUDE head package, but I might boost this car later on, and the milled head wouldn't be a good idea. I decided to have Portflow do the head work, send the cam to WEB, and put the Wiseco 11.0:1 slugs in with a set of Crower billet rods. This way, I ought to make good power now, and if I decided to go the FI route later on, I could just replace the pistons with a set of the 8.8:1 slugs.

Wish me luck on this quest.

 

i dont know if it would be wise for you to use that high of compression on the f series motor

 

Why wouldn't I want to bump the compression on the F motor? The F-series are low-reving torque motors. It seems like a great way to get power out of them by bumping the CR. Bill Gude told me they mill the heads looking for a 10.8:1 CR, and by the time you factor in the material removed from the chamber during the port/polish, I should end up with something right around there. The f-series motors are significantly de-tuned, using the lowest CR of any honda motor, because they were designed to run for 500,000 miles. They should be durable enough for a CR boost; if they weren't, the FI guys probably wouldn't be strapping the turbos on them.

That being said, if I'm a dumbass, and have completely missed the boat here, somebody clue me in quick.

 

well becasue our bore and stroke of the f series motor, they dont handle higher comperession applications well

the reason people turbo f series motor's is because they have lower compression then that of the h22 and h23 which are the common swaps for the accord.

what extacly is a CR boost? I think you mean raising it... when you run forced indouction (expect for nitrous) you want to lower compression if anything not raise it.

 

By "CR boost", I meant raising the CR.

Maybe I'm clueless, but compression is compression, right?. In a NA motor, if I have "X" density of air/fuel and "Y" size combustion chamber, I can raise the compression by making "Y" smaller (milling the head or using higher CR pistons). In a FI engine I'm keeping "Y" the same and raising the compression by increasing "X" density of the of the air fuel charge; ie putting more air/fuel in the same space. Both are power multipliers. I don't see why the F-series would handle one and not the other. Turbos are capable of producing more power, but they also cause other elevated stresses on an engine (heat).

 

if your putting quality forged parts in the motor, a good machine shop, and very precise tuning, you could 11:1 w/ turbo. i wouldnt do it just because im not a turbo guy but you wouldnt be the only person doing it. about the only thing f22s dont like is high revolutions. the r/s ratio on an f22 is one of the worst in honda motors.

tuning w/ a high compression all motor setup is just as crucial as tuning with forced induction. but, if you are going for 11:1 final ratio, thats not really all that high by todays standards in an all motor setup. you will need to adress timing and fuel issues though and if you are going to turbo it down the road, a top notch engine management system is most def in order.

 

Sorry but the motor will be fine with more compression. The F motors just dont like reving over 6-7k rpm, even if you could get it to make more power up top with a bigger cam, the piston speed would be too high.

 

Openions wanted: Would the F22B1 or B2(non-vtec) fare better under super high compression? IE what would be better for a N/A build when really pushing it...

thanks SOHC

 

thats the way I see it too.