We're going to answer your question for no other reason than the fact that you still have Honda Tuning's first issue. Swapping an H22A into any '92-'95 or '96-'00 Civic chassis is a smart choice, and it isn't as heavy an engine as some would lead you to believe. Yes, it's roughly twice the weight as your D-series, but we're talking less than 200 lbs, even less in your case since you're starting with the heavier automatic transmission. You can easily redistribute the extra weight by relocating your battery and getting a set of adjustable coilovers and having your setup corner-balanced. The installation is even less of a concern. You'll need a set of mounts (check out Hasport or Innovative for these), an OEM Prelude rear engine bracket, custom-length axles, and of course the engine, transmission, and ECU of your choice. Since OBD1 H22A engines are a little bit easier to come by, you'll also likely need an OBD2-OBD1 ECU conversion harness, which will allow you to use the older OBD1 Prelude ECU. Be sure to reuse your existing Civic engine wiring harness, as you won't need to do much more than lengthen sections of it, swap over some of the Prelude's connectors, and add wiring for VTEC. And yes, you can keep your A/C, with the help of an adapter bracket from Innovative but you're out of luck as far as power steering goes. Some have gotten it to fit, but off-the-shelf brackets currently aren't available.
Even More H22a Stuff
Hey guys, it seems to me that the H22A is being disowned more and more by the Honda community. My '00 Civic Si's H22A1 that I swapped in a year ago is currently being rebuilt. The engine was stock and came from a '93 Prelude. The more I look for advice and parts to bring it back alive, the more I realize how unpopular the H is. The last significant article I remember was from two years ago. Has interest for the H really gone down that much? Is there any way you guys can try to keep the light lit and show us youngbloods how to keep them running?
Carson, Great Lakes, Illinois
The thing about the H22A is that it never was embraced like the B-series was or like the K-series is. The engine was introduced by Honda a couple of years after the B16A, which meant enthusiasts had more time to latch onto the B-series. The H22A was also a more expensive engine initially when compared to the B16A or B18 engines, and was a more complicated engine swap, which didn't just deter enthusiasts but would-be parts manufacturers as well. Today, H-series engine swaps and rebuilds are nowhere near as complex as some of the K-series stuff, but the H's time has simply passed. But that shouldn't stop anybody from choosing an H22A for a build. It really is a solid engine, and it shares several characteristics with the infamous B-series. But it's the H22A's features that it doesn't share with the B that make it stand out, like the early model's solid-deck block and FRM cylinder liners, and bigger valves, cylinder head ports, bores, and strokes-it was a brute of an engine in its day. Honda Tuning plans on revisiting the H22A for 2009. Look for articles involving mating the H22A to a B-series transmission, a Skunk2 valvetrain installation and dyno test, and a complete engine rebuild where we'll push the H's bore and stroke to its limits.
Got questions, comments, love, or hate? Send your letters to:
editorial@hondatuningmagazine.com
or snail mail to:
Honda Tuning 2400 E. Katella Avenue, Suite 1100
Anaheim, CA 92806