Type S cylinder head code

[mercutio]

Buy the Type S engine in the classifieds job done.

what he said ^^^^^

[CrankmasterII]

At £750 plus shipping to Ireland plus currency converted running me to around €1200 I dont think so, I will prob wait try get an engine for it over here(next to impossible).

@ Nitin, there 16 " Sparco alloys.

[RattyMcClelland]

At £750 plus shipping to Ireland plus currency converted running me to around €1200 I dont think so, I will prob wait try get an engine for it over here(next to impossible).

@ Nitin, there 16 " Sparco alloys.

I waited 2 1/2 years to find an engine. In the end i found one at £1100 plus the crane i hired to remove it at £150. Plus £1600 to fit it etc etc.

[CrankmasterII]

Wow horses for courses I suppose
Been thinking bout it and I may end up trying to get an SiR , would prob have more chance picking a crashed one up over here

[RattyMcClelland]

P13-HF1 or is this a Hytech showoff picture.

[BlackShadow]

Both heads that I have; 1999 USDM/CDM H22A4 and the Type-S which if I'm reading the stamp right indicates 12/96 are both P-13 HF-1's.

When I first picked it up I was a little concerned that it didn't have a P5P or P5-anything on it. It has a port and polish on it, but I wanted to know if it was a factory job or not (mainly because I wanted to know if it was done by some cowboy who did it by following along with a youtube video? Or a professional?) I did a lot of reading, and I came across a post somewhere that listed a whole bunch of codes that were used on various set ups, including the PDE head and so on. There was a general consensus that P13 HF-1 was not a Type-S/S-Spec...or anything special... until another fellow posted that his Type-S in fact had the P13 HF-1 stamp. That threw all the rhyme and reason out the window. Just when you think you've cracked Honda's enigmatic and esoteric codes, they throw a curve ball. More and more information seems to be coming out as time goes by, and the old "it MUST be P5P or its not the real thing" notion is falling by the wayside.

Perhaps they ran short on certain days and picked up whatever head came down the line. Who knows.


Just to confirm the info on USDM ludes;

In 97-01 North America got a stripped down (or virgin) Type-S, called the Type SH. It came with a 200hp H22a4, and ATTS. The block is the same as the Type-S as they both use the ATTS system. The only difference in the motors would be the head and cams, and the pistons, affording the Type-S more power.

Our base model is a reeeeaaalllly stripped down version of the S-Spec. It comes with an H22a4, but that block differs from the Type-S/SH because it is not equipped with ATTS. The S-Spec had an LSD which we got screwed out of over here, so our base was really quite plain.

Transmissions, engine blocks, exhaust and suspension components are not interchangeable between the base and SH, which is also the case with the S-spec and Type-S.

[CrankmasterII]

It's confusing alright
So why would they use a P13 H-1 head ?
I know there is meant to be different valve angles on the type S head, would the intake mani tracts not also have a different angle profile also or is the valve angle difference minimal?

[Merlin]

So why would they use a P13 H-1 head

It could be that they used the P13 head on early Type-S', just like they used the 50mm crank.

Mine is a 1996 Type S and still uses the 4th gen 50mm crank where in 1997 they changed to the 55mm crank

[CrankmasterII]

So why would they use a P13 H-1 head

It could be that they used the P13 head on early Type-S', just like they used the 50mm crank.

If they used P13 head and also Type S intake manifold would this not reduce the air flow into the head as a result of the different valve angles? Thus reducing engine effecieny and power. I presume the Type S intake mani is designed with this in mind
Anyone know the Type S intake mani differences then?

[RattyMcClelland]

Type S intake manifold is the same as every other prelude.