When diving into the world of Honda engine swaps, particularly with the legendary H22A, one of the first questions that pops up is: OBD1 or OBD2? Both systems have their merits and drawbacks, especially when considering performance modifications and ease of installation.
For many enthusiasts, OBD1 is often favored for its straightforward nature during engine swaps. The simplicity of the OBD1 system can make integration into older chassis smoother. There’s also a long-standing, though perhaps overstated, belief in the robustness of the OBD1 closed-deck block. While engine block strength is crucial, for most builds, this difference is negligible.
However, OBD2’s prevalence in the market today cannot be ignored. Finding OBD2 components and engines can sometimes be easier simply due to their more recent production runs.
When it comes to transmissions for your H22A, steer clear of the M2B4. While it might seem appealing, a standard non-LSD H22A transmission paired with an aftermarket Limited Slip Differential (LSD) is the superior route. Aftermarket LSD units generally outperform OEM versions, especially considering the age of most OEM LSDs. Furthermore, M2B4 transmissions, never originally sold in the US market, pose parts sourcing headaches should anything break. Aftermarket LSDs are not compatible with the M2B4, compounding potential issues.
The Euro R H22A is often touted as the pinnacle of the H22A family, and while it boasts impressive specs, its high cost is a significant barrier. Finding a legitimately priced Euro R can be challenging, and suspiciously cheap options are likely to be problematic or even fake. For the cost of a genuine Euro R, you could build a base H22A to similar, or even greater, power levels. A significant advantage of the base H22A (whether JDM or USDM) is the readily available parts supply in the United States. Euro R specific parts, while not numerous, can be harder to source stateside if they fail.
For an ideal H22A setup, consider starting with a base JDM H22A engine. Pair this with a USDM P13 ECU for initial management. A robust M2F4 transmission combined with a Quaife or MFactory LSD will provide excellent power delivery. For performance enhancements, Delta 272 camshafts, a DC Sports header with a 2.5″ collector, and a Euro R intake manifold are excellent starting points. Down the line, a chipped and well-tuned P28 ECU can further optimize performance. This combination balances performance, parts availability, and cost-effectiveness, making it a smart choice for your H22A powered Honda.
