CD K swap kit is here! CB coming soon!?

[owequitit]

2006 Civic Si was the first engine compartment location for an ECU.

The K20 is both lighter, AND smaller than a B series.

The K20 has a lot more tuning headroom.

Depending on which K series head you are talking about, the better ones flow right around 300CFM per minute, whereas the stock H22 head (non-type S) is somewhere in the 270 CFM range limited by the exhaust ports. It is very similar to the F22 head in that the intake side can be improved, but most of the gain is found on the exhaust side, as the exhaust ports are relatively restrictive compared to the intake.

All in all, the K series isn't a bad way to go if you have the money. And with an EG, considering the cost of an H swap, I would be more inclined to go K series.

For the Accord, I would still stick with the H22, just because it is so damn easy.

[LinX]

these mounts are ridiculously priced for a "no bolt on" feature.

[nolehorridus]

the h22a may not flow as well as the k as a naked head, but those tests aren't indicative of the setup at all. the k creates more heat and that's why it is less efficient than the h.

you can tune a stock h and get another 7-13hp too. leaning it out will give you 5-7hp normally, since they're tuned rich.

the intake manifold is the bottleneck on the h22a too, and since the exhaust ports are capable of moving more air than what the rest of the head can move (up to a point, usually until stage 2 cams of some kind are installed), they're just fine.

it's normal for a head to be able to inhale more than it can exhale because the air coming in is just air, the mixture going out is MOSTLY burned fuel, some carbon monoxide, etc, and doesn't flow as quickly as air anyway.

you're doing great if your exhaust ports are the problem on an N/A h22a.

[NAiL05]

K's are nice. I like them you can swap s2k pistons/crank over into them and all that good stuff. As for the cost yea lol. That would be the only thing holding me back.

[Night Wolf]

its about time. Ive noticed the prices of Ks are comming down to H22 levels.

btw making a custom wiring is gunna be a paint in the a$$. cuz of stuff like antitheft devices. youll also problably gunna have to get the ECU reflashed by honda.

[NAiL05]

its about time. Ive noticed the prices of Ks are comming down to H22 levels.

btw making a custom wiring is gunna be a paint in the a$$. cuz of stuff like antitheft devices. youll also problably gunna have to get the ECU reflashed by honda.

I listed that hondata reflashes them.

[quickangel93]

wooohoooo k series, big deal. the k series cost 4 times more than a h22. i can get you guys h22 engines for 600 bucks from canada. but you will have to supply a wiring harness (f22s) and a ecu.

[owequitit]

the h22a may not flow as well as the k as a naked head, but those tests aren't indicative of the setup at all. the k creates more heat and that's why it is less efficient than the h.

you can tune a stock h and get another 7-13hp too. leaning it out will give you 5-7hp normally, since they're tuned rich.

the intake manifold is the bottleneck on the h22a too, and since the exhaust ports are capable of moving more air than what the rest of the head can move (up to a point, usually until stage 2 cams of some kind are installed), they're just fine.

it's normal for a head to be able to inhale more than it can exhale because the air coming in is just air, the mixture going out is MOSTLY burned fuel, some carbon monoxide, etc, and doesn't flow as quickly as air anyway.

you're doing great if your exhaust ports are the problem on an N/A h22a.

Sure there is more to it than the head, but you just mentioned the head.

And based on what I have seen, neither the H22, nor the F22 head are anywhere near the ideal intake/exhaust ratio. Hondafan can elaborate on that one.

Also, the K series head has a better valve angle than the stock H22, as does the F22.

The K series package, has a lot if incremental improvements in a lot of areas, that the H does not. Roller rocker valvetrain, better valve angle, better exhaust ports, etc.

It also has a few steps back, such as smaller rod bearings, although the stock K20 block seems to be OK to 9K.

And yes, you can get 5-7HP out of an H22 with tuning, but typically, mild tuning on an K will get you almost 20. Now it could very well be due to the emmissions compliance, which makes total sense, but bolt on guys, with a mild generic tune, and in some cases camshafts see gains that you usually have to dig much deeper into an H22 to get.

I do agree with the IM thing on the H22 as well. The other advantage of the K, much like the F22, is that the shallower valve angle is more efficient, but it also allows you to get bigger valves and more lift, without running into interference, a la H22. This is one reason Bisi chose the F22A. According to him, he has run much larger valves than an H22 can take, and has also done it up to 1" lift. If you look at a lot of H22 products, such as Skunk 2's stage 2 and higher cams, they will tell you that they aren't compatible with larger valves.

Like I said, for the money, I would stick with H series too, simply due to the fact that you can get a lot of power out of the H with $5K, and ultimately, it needs a few areas addressed, but it is overall an excellent design.

[xScott]

the debate never ends

[Chan_Man]

Well I'm still impress with K series I remember seeing a video from hasport or something on the net where these guy boosted a k series stock and they pushed the boost to 40 pounds seeing how much boost the k can handle. At 40 pounds with stock internals it finally blew up. So until i see a stock h22 go up to 40 pounds without blowing up early then I will consider changing my mind. Besides H series has less aftermarket support anyways compare to K when its only a been around for a bit and it has more aftermarket accessories and such.