So for the most part I'm perfectly content with this engine and I wouldn't mind leaving the redline where it is. That said I think honda screwed up when it came to changes to the transmission. My beef is that they took the easy way out and made two few changes. They adjusted the secondary reduction to make 1-4 shorter and changed 5,6 to be a bit taller.

What I think the MY04 really needs is to space 1-4 out differently. Ideally I'd like to see VTEC dropped down to 5500 and change the gearing so that a redline shift from 1-2,2-3,3-4, etc...will drop me down around 5500RPMS in the higher gear. I simply run out of RPMs too quickly when I shift at redline. I don't need a 9K redline, what I need instead is revised gearing that is designed for the 2.2L at 8200.

 

Uhhh...yea...okay

 

Honda engineers stated that at 9,000 RPMs, there is twice as much stress put on the engine as at 8,000. That should be reason enough not to up the redline without serious work.

 

You cannot simply retrofit a 00-03 cluster into an 04 and vice-versa without major work. The wiring harness/assembly is completely different. While for the simple solution, just by an JDM or European market specific instrument cluster.

Bumping up the 1000RPMs is simply ECU limited/controlled, it'll work even with the Mugen N1 ECU for the 00-03. Simple plug and play, BUT how long will the engine continue to run without any engine modifications is another question. If you're willing to take this step, you're prepared to rebuilt or buy a new engine when time comes.

 

the valvetrain on the 2.2 is pretty much the same as the 2.0. It'll do 9000 no problem. the problem is with the increased stroke, the reciprocal mass was moved further out from the center. This increases forces quite a bit. Also, piston speed increases; the piston speed at 9000 in the 2.0 is the same as the 2.2 at 8200.

8000-9000 is NOT just a 12.5% increase in these forces. As saab said, the forces are MUCH higher than that.

on a side note, F1 cars can rev due to short strokes and light internals.

 

...and they use pneumatic valvetrains. No springs in those babies, they're not fast enough.

 

this thread is educational thanks.

 

You suspect wrongly.


While the USDM console has a "9" painted on it, the tach actually cannot properly display 9000rpm like the old one or the JDM one. The section between the 8 and 9 is a single light, there simply to flash when you're just about to hit the 8200 fuel cutoff.

Regarding running 9000rpm with the F22C1, steven975 is correct about what the issues are. It's not the valvetrain - the F20C runs at 9000rpm all the time without issue. (Although it remains to be seen if the two engine versions have the same valvetrain parts or not.) It's the piston forces. As far as I know, it's unknown whether the F22C1 internals can handle the stresses of piston speeds like that. I've heard reports that the Spoon, etc. kits that stroke the F20C to 2.2 liters do have issues, but I don't know how reliable those reports are.

FWIW, I prefer the older setup because all the various bits and pieces work so well with eachother. (I mean gearing, redline, and VTEC range.) The F22C gives me the feeling that it was a rushed hack to sattisfy US complaints.

 

wouldn't valve float be a problem since the piston speeds would be so high(on the 2.2L @ 9000 rpm)?

 

Thanks for clarifying that I have not seen a picture of the 04 jdm / ero dash

and you are right as i saw the 8k light flash a few times last night