Honda H22A engine
In 1991, Honda launched the fourth generation of its four-seat Prelude coupe, which was equipped with the new uprated H22A ICE. In the US, this unit debuted in 1993 as the H22A1, after which it became the Prelude's signature engine until the end of its production in 2000. Variations were installed on the Accord SiR for the Japanese market and the Accord Type R for the European market.
In 1994, the H22A, reduced to 2.0 liters, was used as a Formula 3 engine. Then, from 1997-2001, the H22 was modified by Mugen Motorsports and became known as the F20B (MF204B). From 1995-1997, Honda Team MSD, which competed in the BTCC International Touring Car Championship, held a strong position in the H22A-powered Accord. In addition, in 1996-1997, Honda used the same unit on the Accord in their national racing series "JTCC" and won it two years in a row.
Until 1997, all H22A gasoline engines with a displacement of 2.2 liters had a closed four-cylinder aluminum block with a height of 219.5 mm, and after, and until the end of production, they were open. Inside the block were installed: a crankshaft with a piston stroke (diameter 87 and compression height - 31 mm) - 90.7 mm; connecting rods, 143 mm long and balance shafts.
The twin-shaft H22A cylinder head with 4 valves per cylinder used a full VTEC system, operating at 5800 rpm. The diameter of the intake and exhaust valves is 35 and 30 mm, respectively. After 1997, the 345cc injectors were replaced by 290cc. All modifications of the H22A (except the H22A Red top) were equipped with a 60 mm damper.
In parallel with the power plants of the H line, a related series of engines of the F family was produced. Also, on the basis of the H22A, a 23-liter H2.3A ICE was created. In 2001, Honda discontinued its high-performance H22A engine, replacing which the Accord began to install the K20 / 24A.
H22A with a volume of 2.2 liters, with a power of up to 220 hp. (at 7200 rpm) and a maximum torque of 221 Nm (at 6700 rpm), installed on the Accord, Prelude and Torneo.
| Engine displacement, cc | 2156 |
| Power, hp | 190-220 |
| Maximum torque, N m (kg m) / rpm | 206 (21) / 5500 219 (22) / 5500 221 (23) / 6500 221 (23) / 6700 |
| Fuel consumption, l / 100 km | 5.7-9.6 |
| engine's type | in-line, 4-cylinder, 16-valve, horizontal, DOHC |
| Cylinder diameter, mm | 87 |
| Maximum power, hp (kW)/r/min | 190 (140) / 6800 200 (147) / 6800 220 (162) / 7200 |
| Compression ratio | 11 |
| The piston stroke, mm | 90.7-91 |
| Models | Accord, Prelude and Tournament |
| Resource, outside. km | 200+ |
*Engine number is stamped on the platform of the cylinder block.
Advantages and problems of H22A
To minimize problems with the H22A, it is necessary to monitor its condition and service it regularly, and also remember to use the oil prescribed by the manufacturer, otherwise the engine life can be significantly reduced.
pros
- Four-cylinder aluminum BC with FRM-coated cylinder walls.
- Build quality.
Cons
- High consumption and oil leaks.
- Leaks in the cooling system due to short-lived piping.
- Delayed reaction to pressing the accelerator pedal.
"Maslozhor" is quite common for such engines, and in the worst case, a BC sleeve or the purchase of a new internal combustion engine is required to eliminate high oil consumption. As for oil leaks, we can say that most often the reason lies in the gaskets of the oil cooler or the VTEC system, as well as in the DDM or in the camshaft plug.
If antifreeze flows, you should check the EGR valve, most likely the problem is in it and the KXX just needs to be cleaned.
A delayed reaction to pressing the accelerator pedal may be due to the distributor, temperature sensors, oxygen, or detonation. Also, it may be necessary to adjust the valves or the belt tensioner.
Valve adjustment is carried out after 40-50 thousand km. Cold gaps: inlet - 0.15-0.19 mm; graduation - 0.17-0.21 mm.
Honda H22A engine tuning
Four-cylinder H22A with 220 hp you can “unwind” even more, and it doesn’t matter which modification of this engine to take as a base, because you still have to change the shafts and modify the cylinder head.
To revive an old H22, you can install a Euro R blackhead manifold, cold intake, 70mm throttle, 4-2-1 manifold and 63mm exhaust. Perhaps further tuning (which is described below) is not worth it, unless there is a desire to decently spend money financially.
If we move even further in terms of tuning, then it is worth considering that even on the “red-headed” H22A7 / 8 Red top it is necessary to do porting. Valves and connecting rods can not be changed, but you will have to turn off the oil supply and install balance shafts. Next up are Type S pistons (11 compression), bronze guides, titanium poppets, Skunk2 Pro2 camshafts, gears, Skunk2 valve springs, 360cc injectors, and Hondata brains. After the final adjustment, the "power at the flywheel" will be about 250 hp.
Of course, you can go even further and spin 9000+ rpm, but all this is quite expensive and for many it will be cheaper to change the car to a new one.
H22A turbo
After the obligatory sleeve of the cylinder block, forging for a compression ratio of 8.5-9 is installed in it, lightweight connecting rods with tuned crank mechanism plain bearings, bronze bushings for valves and springs from Supertech, without balancing shafts. You will also need: a manifold for the turbine, high-strength ARP studs, a Walbro 255 fuel pump, a three-row radiator paired with a front intercooler, a fuel rail with a regulator and injectors with a capacity of 680 cc, a blowoff valve, piping, an exhaust on a 76 mm pipe, ShPZ, an absolute pressure sensor and "brains" Hondata + cylinder head porting. On a similar assembly, the Garrett T04e turbine can be inflated under 350 hp. at 1 bar.
Conclusion
The H22A is quite a worthy sports unit with its own problems. The first difficulties begin at high mileage, after 150 or more thousand km. At the same time, the first signs of an “oil burner” appear, and due to the general wear of the engine, its dynamics are lost.
Regarding maintainability, it is worth saying that the H-series is not the most convenient in this regard, as well as almost the entire line of F-engines, only in the case of the H22A it is more difficult to find a replacement motor, as well as rare and not the cheapest spare parts.
In terms of its adequacy for tuning, the H line is second only to the B-series and the main difference here lies in the budgets. After all, you can make a 300-horsepower H22A, but the cost of such tuning will be a couple of times more than the end result on similar B-series engines.
