f22b2 or h22a
#51
05-28-2008, 10:22 PM
RE: f22b2 or h22a
If you want to just write a check and have no idea how or what was installed and how it all works together. By all means, go ahead.
#53
06-07-2008, 12:16 PM
RE: f22b2 or h22a
im still confused about alot.
i have been reading and i know you all say to turbo the f series.
but in reading other sites and what not they all say go h series.
what is actually a better motor for forced intorduction?
hp goal being 300-350.
is that possible to achieve with an f series f22b2.
boosting your car?
how does it affect your gas milage?
does it just help out with top end speed?
or will i get accelaration out of it too?
what are some pros and cons about the 2 engines being turboed.
f22b2
PROS:
CONS:
h22a
PROS:
CONS:
i have been reading and i know you all say to turbo the f series.
but in reading other sites and what not they all say go h series.
what is actually a better motor for forced intorduction?
hp goal being 300-350.
is that possible to achieve with an f series f22b2.
boosting your car?
how does it affect your gas milage?
does it just help out with top end speed?
or will i get accelaration out of it too?
what are some pros and cons about the 2 engines being turboed.
f22b2
PROS:
CONS:
h22a
PROS:
CONS:
#54
06-07-2008, 07:55 PM
RE: f22b2 or h22a
ORIGINAL: legal
what are some pros and cons about the 2 engines being turboed.
f22b2
PROS:
CONS:
h22a
PROS:
CONS:
what are some pros and cons about the 2 engines being turboed.
f22b2
PROS:
CONS:
h22a
PROS:
CONS:
to do 15psi on an F22 your going to need:
forged connecting rods
forged pistons
intake piping
turbocharger
blow off valve
wastegate (if not built into turbo)
turbo exhaust header
turbo downpipe
possibly a high-flow fuel pump and/or high-flow injectors
boost gauge
boost controller
air filter
tuning software
air/fuel ratio gauge
catback
and more...
#58
06-08-2008, 02:41 PM
RE: f22b2 or h22a
lmao.... ok the H22 has higher compression then the F22. Therefore to put alot of boost into it requires it to be alot stronger. You can run at least 8 psi on the F22 with stock internals, but I wouldn't run more then 4 on the H22. It all depends what you want, do some reading, doin't be a dick, and if this forum blos why are you still here, we're just trying to help. It's been 4 pages of the same thing excuse us if we're a little tired of repeating... lol
#59
06-08-2008, 02:49 PM
RE: f22b2 or h22a
ORIGINAL: eric123
lmao.... ok the H22 has higher compression then the F22. Therefore to put alot of boost into it requires it to be alot stronger. You can run at least 8 psi on the F22 with stock internals, but I wouldn't run more then 4 on the H22. It all depends what you want, do some reading, doin't be a dick, and if this forum blos why are you still here, we're just trying to help. It's been 4 pages of the same thing excuse us if we're a little tired of repeating... lol
lmao.... ok the H22 has higher compression then the F22. Therefore to put alot of boost into it requires it to be alot stronger. You can run at least 8 psi on the F22 with stock internals, but I wouldn't run more then 4 on the H22. It all depends what you want, do some reading, doin't be a dick, and if this forum blos why are you still here, we're just trying to help. It's been 4 pages of the same thing excuse us if we're a little tired of repeating... lol
lmao. i already know that h22 has higher compression and f22 is lower.
yes im aware that i can run alot more in my f22 due to the steel sleeves.
yes im aware that i would have to do alot alot more to and h22 to get alot out of it. which in the long run would put out way more then the f22. fankly i dont really care at this point. h22 or f22. accord = f series. it shall stay that way. so point being leaving out the h22 and boooooooooooooosting the f22 getting bigger throttle body and pistons and shafts etc. but as for now id run stock internals pushing 8-10 until i can afford the pistons. rods. etc...
better?
#60
06-08-2008, 03:00 PM
RE: f22b2 or h22a
ORIGINAL: nafango2
Go with the F22. F22's are far superior for boost. Heres why:
H22
-
High compression ratio (how it gets its power) bad for boosting. increases predetonation. would have to run racing gas if turbo'd with a un-modified compression ratio. if you lowered the compression ratio, it would be nearly identical to the F22
high-tech cylinder walls (i forget the actual name) lighter, and more resistant to wear, but not as strong. You would have to resleeve an H22, but not an F22.
V-tec great for n/a. However at high RPM's vtec opens the exhaust valve and intake valve for longer periods of time. With a turbocharged engine, the backpressure from the exhaust can push back into the intake manifold if the intake and exhaust valves are open at the same time for an extended period of time (such as at high-rpms with vtec). You would have to swap out the Vtec camshaft for a V-tec eliminating camshaft ($$) designed for turbocharged engines, which completely negates the cost of buying a Vtec head.
F22
inexpensive engine
already has a low compression ratio no need to change it
strong(er) cylinder walls, no need for re-sleeving or a block guard
No vtec, and as long as you had a free-flowing exhaust there would be no need for a new camshaft
Go with the F22.
Go with the F22. F22's are far superior for boost. Heres why:
H22
-
High compression ratio (how it gets its power) bad for boosting. increases predetonation. would have to run racing gas if turbo'd with a un-modified compression ratio. if you lowered the compression ratio, it would be nearly identical to the F22
high-tech cylinder walls (i forget the actual name) lighter, and more resistant to wear, but not as strong. You would have to resleeve an H22, but not an F22.
V-tec great for n/a. However at high RPM's vtec opens the exhaust valve and intake valve for longer periods of time. With a turbocharged engine, the backpressure from the exhaust can push back into the intake manifold if the intake and exhaust valves are open at the same time for an extended period of time (such as at high-rpms with vtec). You would have to swap out the Vtec camshaft for a V-tec eliminating camshaft ($$) designed for turbocharged engines, which completely negates the cost of buying a Vtec head.
F22
inexpensive engine
already has a low compression ratio no need to change it
strong(er) cylinder walls, no need for re-sleeving or a block guard
No vtec, and as long as you had a free-flowing exhaust there would be no need for a new camshaft
Go with the F22.
lol didnt even realize this was said [sm=oopssign.gif]
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