differences??

[CB7_Boy]

what are all the differnces of the usdm and jdm obd1 h22 engines please help!!!????

[vietkid_2006]

JDM version has more power.

[PointBlank]

Pulled From The Swaps Thread

Originally posted by fizzbob7(rickyduckworth)

JDM H22A and H22A(type s)---4th and 5th gen preludes and some accords

2156cc
JDM H22A (black valve cover) and H22A type-s (red valve cover)
200hp/6800rpm and 220hp/7200rpm
161tq/5500rpm and 163tq/6500rpm
7500rpm and 7500rpm redlines
10.6:1 and 11.0:1 compression ratios
87.0mm bore x 90.7mm stroke
closed deck until the 97+ model years, then they were open
all type s h22a's were 97+
LSD optional and the type s had LSD w/ATTS

The jdm h22a is the most common 4th generation accord motor swap because of it's relatively low price and availability. There are many different versions of these motors but only the USDM has numerical suffixes, i.e., h22a1 or h22a4. Most, if not all the JDM and other markets got the engines that only had the block code of H22A, but they aren't all the same motor and have little things to tell them apart.

The most common variation comes from the 92-96 JDM preludes, but some of the newer non-type s vtec ludes are donors as well, but are also OBD II and are a bit more difficult to swap into our accords since they are OBD I. They were all DOHC VTEC setups with the same design. The prelude type-s, on the other hand, was a step up from the basic h22a design. They offered this trim level starting in 1996 as a 1997 year model. It was similar to our type SH, but more powerful and like most JDM counterparts, a little more refined. It was also available in the accord type r/euro r the same year.

It boasted a ported and polished head for starters, along with higher compression 11.0:1 pistons, increased valve lift on the intake and exhaust side (12.2mm and 11.2mm for the type s vs. 11.5mm and 10.5mm for the regular h22a), and an intake setup remarkably similar to the new AEM CAI v2 design. It also has a 62mm throttle body instead of the 60mm one and an intake manifold that is capable of higher flow, both of which were made of a higher quality aluminum that was finer, more granular and in turn, much smoother.

The cams were designed specifically for this setup too, and are more aggressive than the h22a cams are. All this, in conjunction with valve seat angles changed from 60 to 45 degrees, meant that there was a better burn off response, cooler internals, and much better efficiency. Finally, the header was given larger, truly cylindrical runners whereas the h22a has smaller, oval shaped piping. The catalytic converter was enlarged along with the rest of the pipe in the system and in turn flowed much more freely, almost like an aftermarket system for our cars, but much quieter.....very high quality too.

PROS: half the price of most top shelf honda motors and more powerful than most also, nice torque, plenty of potential in N/A form or FI/n2o setups.

CONS: twice as much as some of the above swaps, but you ARE getting a more powerful motor with more potential and aftermarket support, the type s motor is usually about twice as expensive as the h22a, but you get only 20hp...for the difference, you could easily make 20hp more on an h22a, but it is a more efficient motor from the factory....if you were going down the same road the h22a type s went down, then it would be easier and possibly cheaper to get it and use it as a starting point, but either way is justifiable.

USDM H22A1 and H22A4---4th and 5th gen preludes

2156cc
(92-96)H22A1 and (97+)H22A4 (USDM and black valve covers)
190hp/6800rpm and 195hp/7000rpm (99+ had 200hp/7000rpm)
158tq/5500rpm and 156tq/5250rpm
7500rpm redline on both
10.0:1 compression ratio
87.0mm bore x 90.7mm stroke
92-96 were closed deck and 97+ were open deck
optional LSD

This is our version of the JDM h22a, which has slightly lower compression and less aggressive cams, but basically the same design. As with the JDM h22a's, the decks were closed until 1997, when they were switched to the open design, but also got a different headgasket to compensate for it's less rigid structure.

The OBD II 97+ models got a full floating crankpin to allow for a tighter fit but also made it operate smoother too. The 97+ h22a4 also got an internal coil distributor instead of the external coil setup, but all JDM h22a's are internal coil.

The 97+ automatic transmission equipped h22a's retained the 195hp rating due to a less aggressive computer program, but the manual cars had a rating of 200hp to finally catch up with it's JDM counterpart.

PROS: you can see the engine firsthand since it doesn't have to be imported from japan, possibly cheaper since shipping isn't involved, more powerful than most of your other options and not too expensive.

CONS: less rated power than the JDM h22a, harder to find one with low mileage (japan taxes cars after 30,000 miles because supposedly the engine won't run as clean as intended and rather than pay the hefty annual tax, most will swap it out for a newer motor or a new car completely and a lot are parted out as opposed to paying the tax and registering it for on road duty)