H22A vs. B18C
#212
Joined: Jun 2003
Posts: 688
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From: LA
hmm i think the GSR weighs in at 2670 and the ITR at 2639. don't quote me on that, but the ITR isn't that much lighter, but uses heavier parts while maintaining the 26XX lb weight of a teg.
then again i'm not so sold on curb weight figures from the factory b/c people have weighed their 4th gens at 2750, their 5th gens at 2800, etc etc (with all different levels of fuel) so i don't know.
back to the discussion:
i think the H22 is a superior engine to the b18c1, b/c of output and torque. like they say, there's no replacement...
then again i'm not so sold on curb weight figures from the factory b/c people have weighed their 4th gens at 2750, their 5th gens at 2800, etc etc (with all different levels of fuel) so i don't know.
back to the discussion:
i think the H22 is a superior engine to the b18c1, b/c of output and torque. like they say, there's no replacement...
Tell your mom I said hi!
Joined: Oct 2003
Posts: 2,096
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From: Greensboro, NC / Long Island, NY
Originally posted by fizzbob7
you're comparing a high strung engine that isn't good at moving much weight, although performance oriented to a motor designed to move more weight and be performance oriented.....the tegs are about 500 lbs less than are the ludes/accords....and even though the b18c5 has only 5 less peak hp, it just wouldn't move a lude like the h22a does......even the torque numbers don't differ by much, but where it makes the power is what matters......the b18c5 is worked over more as far as porting and polishing, lighter aluminum block, way better aftermarket.....h22a does have tons of support, but when compared with b series, it's just not as much...stock, the h22a can handle 5-7psi and still be very reliable......i think the b18c can take a little more, but still, "either or" in that category....
you're comparing a high strung engine that isn't good at moving much weight, although performance oriented to a motor designed to move more weight and be performance oriented.....the tegs are about 500 lbs less than are the ludes/accords....and even though the b18c5 has only 5 less peak hp, it just wouldn't move a lude like the h22a does......even the torque numbers don't differ by much, but where it makes the power is what matters......the b18c5 is worked over more as far as porting and polishing, lighter aluminum block, way better aftermarket.....h22a does have tons of support, but when compared with b series, it's just not as much...stock, the h22a can handle 5-7psi and still be very reliable......i think the b18c can take a little more, but still, "either or" in that category....
...just to finish the quote
Björkian
Joined: Jul 2003
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From: Pennsylvania
Originally posted by monkey
i think the H22 is a superior engine to the b18c1, b/c of output and torque. like they say, there's no replacement...
i think the H22 is a superior engine to the b18c1, b/c of output and torque. like they say, there's no replacement...
"Superior" is not a word I would have used. Neither one is a better type of engine, and that's not just based on which one has more torque/horsepower. One revs and shifts at high ranges, while the other is the opposite.
There's a reason why they run nearly identical performance times.
Junior Member
Joined: Jun 2002
Posts: 26
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From: San Francisco, CA
Originally posted by fizzbob7
stock, the h22a can handle 5-7psi and still be very reliable......i think the b18c can take a little more, but still, "either or" in that category....
stock, the h22a can handle 5-7psi and still be very reliable......i think the b18c can take a little more, but still, "either or" in that category....
Senior Member
Joined: May 2003
Posts: 1,052
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From: Long Island, NY
imo the b18c series block is the key to FI
its one of hondas best and strongest blocks
the frm in the h22a makes it begin burning oil quickly when boosted. sleeving is necessary for any serious boosting and general longevity
the h22a makes a decent amount of torque over the b18c series
but again one is a 2.2 liter and one is a 1.8 liter, 2 different engine classes
either way you will be building up the bottom end for FI on both the engines
connecting rods
i also think using a headgasket to lower compression is one of the worst ways to do, less compression means less power also.
dont be so quick to lower compression
rather than building a block to withstand detonation and lowering compression, try tuning
and that where an intercooler comes in, as well as proper fuel mgt.
and as i always say
its all about tuning
DIAL OUT THAT CAM DURATION
~boomer
its one of hondas best and strongest blocks
the frm in the h22a makes it begin burning oil quickly when boosted. sleeving is necessary for any serious boosting and general longevity
the h22a makes a decent amount of torque over the b18c series
but again one is a 2.2 liter and one is a 1.8 liter, 2 different engine classes
either way you will be building up the bottom end for FI on both the engines
connecting rods
i also think using a headgasket to lower compression is one of the worst ways to do, less compression means less power also.
dont be so quick to lower compression
rather than building a block to withstand detonation and lowering compression, try tuning
and that where an intercooler comes in, as well as proper fuel mgt.
and as i always say
its all about tuning
DIAL OUT THAT CAM DURATION
~boomer
Last edited by ludeboom; Oct 23, 2003 at 12:39 AM.
Registered User
Joined: Jul 2003
Posts: 196
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From: Miami, Florida
the h22 make more torque and hp at a lower rpm than the b18 also so the power comes in quicker
lowering you compression with a head gasket for turbo works fine if you tune your car right
it only gives you less power if you run low boost but the reasoning for lowering the C/R is so you can run 9+psi and the car can handle it more reliable because lower compression engines are more boost friendly
if you run high compression and turbo, you really have to fine tune the car and be careful how much boost your pushing
a B18 turbo with 10.2:1 compression boosting 6-7psi at 8100rpm can work but will leave very little room for error
what i don't understand is y some people are buying hi-compression vtec motors and dropping the compression to put turbo. i guess they are trying to have the best of both worlds.
Boost Lee Turbo Prelude
lowering you compression with a head gasket for turbo works fine if you tune your car right
it only gives you less power if you run low boost but the reasoning for lowering the C/R is so you can run 9+psi and the car can handle it more reliable because lower compression engines are more boost friendly
if you run high compression and turbo, you really have to fine tune the car and be careful how much boost your pushing
a B18 turbo with 10.2:1 compression boosting 6-7psi at 8100rpm can work but will leave very little room for error
what i don't understand is y some people are buying hi-compression vtec motors and dropping the compression to put turbo. i guess they are trying to have the best of both worlds.
Boost Lee Turbo Prelude
90 accord h22a
Joined: Feb 2003
Posts: 477
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From: huntsville, alabama
Originally posted by boostlee
the h22 make more torque and hp at a lower rpm than the b18 also so the power comes in quicker
lowering you compression with a head gasket for turbo works fine if you tune your car right
it only gives you less power if you run low boost but the reasoning for lowering the C/R is so you can run 9+psi and the car can handle it more reliable because lower compression engines are more boost friendly
if you run high compression and turbo, you really have to fine tune the car and be careful how much boost your pushing
a B18 turbo with 10.2:1 compression boosting 6-7psi at 8100rpm can work but will leave very little room for error
what i don't understand is y some people are buying hi-compression vtec motors and dropping the compression to put turbo. i guess they are trying to have the best of both worlds.
Boost Lee Turbo Prelude
the h22 make more torque and hp at a lower rpm than the b18 also so the power comes in quicker
lowering you compression with a head gasket for turbo works fine if you tune your car right
it only gives you less power if you run low boost but the reasoning for lowering the C/R is so you can run 9+psi and the car can handle it more reliable because lower compression engines are more boost friendly
if you run high compression and turbo, you really have to fine tune the car and be careful how much boost your pushing
a B18 turbo with 10.2:1 compression boosting 6-7psi at 8100rpm can work but will leave very little room for error
what i don't understand is y some people are buying hi-compression vtec motors and dropping the compression to put turbo. i guess they are trying to have the best of both worlds.
Boost Lee Turbo Prelude
well, if you buy an h22a, there is 170whp right there....with boost, a reliable 220whp if tuned correctly.....an h23a1 would need what, 10-12 psi to make that much whp? but either way, you'd have to put more stress on the internals and they're not meant for it....the h22a would be less stressed and obviously both would have a shorter life, but ehh.........and i'm sure gas mileage would differ enough to matter too......driving it daily would mean being able to stay on the low camlobes a lot and saving a bit of gas in the process instead of staying on one cam designed for either or