specific differences between Type-S and Euro-R

[cp[mike]]

later this evening i will know what code is stamped on the side of the euroR head... if somebody (h22sparkle?) could check the typeS head that would be awesome...

side note, its pretty common knowledge thats the crank pulleys differed. the euroR pulley is a single row, it has no smaller outside pulley for p/s, only the big inner one for alt/AC. if somebody could confirm (again, h22sparkle) that the TypeS pulley is the same as the stock h22 pulley?

[cp[mike]]

later this evening i will know what code is stamped on the side of the euroR head... if somebody (h22sparkle?) could check the typeS head that would be awesome...

euroR head is confirmed stamped as PDE.

also found this:

P13 = USDM H22A VTEC head or JDM Si-R 97 or earlier
P5M = USDM H22A VTEC head or JDM Si-R 98 or newer
PDE = JDM CL1 4D Accord Euro R
PCF = JDM CL2 Wagon Accord Si-R (AWD DOHC H23A VTEC)
P5P = JDM Prelude Type S or S-Spec

[rickyduckworth]

the type s has unique valve seat angles, unique metal used in the head and throttle body (more granular), unique cams, better header and i think that's about it......

the euro r has the single stage IM, worked over "regular" h22a head with better cams and the better CR, but it's more like a regular h22a than the s....the s was a bit underrated i believe (from what i've read, puts down around 200whp stock, so it probably makes closer to 230 crank hp and the euro r makes closer to 215-220 crank)

i've always thought the h22a7 was a better version of the regular h22a, while the type s's h22a was a more unique but not overdone version......the metals are supposedly capable of allowing better flow since in the end, they're less restrictive no matter what you do to the rest of it, and the header was a more efficient, better flowing design based on the regular jdm h22a header........

[cp[mike]]

ive heard that it was the other way around, the euro R had the different valve seat angles? hmm...

[rickyduckworth]

ive heard that it was the other way around, the euro R had the different valve seat angles? hmm...

it's one of the highlights of the type s

http://asia.vtec.net/beystock/honda/preludes/

tells some about it

[cp[mike]]

nice site, i researched some of the points it makes and they are backed up by other sites... just it doesnt say anything about or in comparison to the euroR. ok the typeS head is upgraded with the higher comp pistons, better cams, and adjusted valve seat angles... but that doesnt say what the euro-r does or doesnt have? they both have an 11:1 CR, the euro R has the better intake mani and we know the type-S has an upgraded head... im assuming just the intake mani doesnt make up all the difference that makes the euroR put out numbers similar to the Type-S, has to be something about the head/cams... you did say it has a reworked head, but whats reworked about it?

check out the following two comparisons, looks like the euroR and typeS have just abotu the same specs...

97 + type S H22A 2157 11.0 : 1 220 @ 7200 rpm 163 lb/ft @ 6500 rpm Japan
'97-'01 H22A DOHC VTEC 2157 220hp@7200rpm 163tq@6500rpm '97-'01 Prelude Type-S (JDM)

----- vs. -----

Type Euro-R
Engine Form H22A
Engine Type L4 DOHC VTEC
Displacement (cc) 2156
Horsepower (kW [PS]/rpm) 162[220]/7200
note horsepower: 220 PS = 216.99 HP
Torque (Nm [kgm]/rpm) 221[22.5]/6700
note torque:221 Nm = 163.001 ft-lb

H22A (Euro-R Spec) notes: Type-S head and cams 11:1 CR, single stage manifold, T2W4 short geared tranny with LSD

----- vs. -----

H22A (S-spec) notes: Type-S head and cams 11:1 CR, dual stage IM, ATTS (S) or regular geared LSD tranny (Sir)

[93accordEX]

I don't have a specific source for anything, having done tons of research on it long ago, but I believe that what you said is basically backwards ricky. the euro-r was more of a race car, everything a bit more extreme. Thats why it has the IM to make more peak power, and the tranny to keep it up there. Its kinda like an rsx-s or an intergra type-r in japan, although less of a difference. The r has always been the most extreme basically. They got rid of belt driven power steering for less power loss, they used aluminum wherever they could for things like mounts and brackets. Even just looking at the cars, the accord is lighter, has a full sporty recaro interior, stiffer suspension, etc. The type-s was just like mushy comfortable cruising car, that Honda couldn't claim had less power then a lowly accord. Even looking at the lucky people who were able to buy them, you will see a euro-r on track a lot more often then a type-s. As far as what car actually was what done to the head thats questionable, all I know for sure is they are different. The euro-r did get the different valve angles as far as I know. I believe whatever the differences are, its probably for the euro-r to make more top end power.

[rickyduckworth]

I don't have a specific source for anything, having done tons of research on it long ago, but I believe that what you said is basically backwards ricky. the euro-r was more of a race car, everything a bit more extreme. Thats why it has the IM to make more peak power, and the tranny to keep it up there. Its kinda like an rsx-s or an intergra type-r in japan, although less of a difference. The r has always been the most extreme basically. They got rid of belt driven power steering for less power loss, they used aluminum wherever they could for things like mounts and brackets. Even just looking at the cars, the accord is lighter, has a full sporty recaro interior, stiffer suspension, etc. The type-s was just like mushy comfortable cruising car, that Honda couldn't claim had less power then a lowly accord. Even looking at the lucky people who were able to buy them, you will see a euro-r on track a lot more often then a type-s. As far as what car actually was what done to the head thats questionable, all I know for sure is they are different. The euro-r did get the different valve angles as far as I know. I believe whatever the differences are, its probably for the euro-r to make more top end power.

the prelude type s with the AUTO tranny wasn't meant to be the elite of the elite as far as performance.......there was an sir-s spec or sir spec-s, whatever it was, that used the manual tranny, stiff suspension and from what i saw somewhere ran .4 seconds quicker.....ran a 14.3 stock (quoting from memory)

the engine was the same between the cars, but the sir spec-s was performance oriented

the accord euro-r did have the better IM for PEAK POWER......i THINK that manifold was an option for the spec-s but not the type s since the auto tranny w/ atts benefitted from that extra low/mid power at the loss of the peak power......

i've always read stuff that painted a picture of the euro-r motor as a modded up, normal h22a......kinda like what most would do if they had $1500 to spend on a stock h22a........

i hate how things are so conflicting because i've translated japanese websites, spoken with people living over there, etc, and it's so "all over the map"

hell, most don't even know the spec-s existed.......most dont know the type s was an auto only version like our SH with more power......honda doesn't help much either......

about 65% of what i read says this, so i believe that, and the other 35% says that, which is a LOT of information to the contrary, so who knows.......you've owned the euro-r motor, you know more than i do about it......i've just never read that the head was unique or anything, but i know for a fact the type s head IS unique in many ways........

i heard one is magical lol

[seigneur_rayden]

Any updates on this subject???
And what makes the single runner IM better than the dual runner IM? Will the single runner fit the regular H22A?