I spoke to the guy at Hytech about 2 months ago, and we talked for a bit about the s2000 and power gains. He said a lot of racing guys are putting F22 Cams into the F20...is this a good idea for power gains? how much fab would have to be done if any at all? i think with proper tuning gains could be seen...input anybody?

 

i thought the top end of the F22 and F20 were the same, just the bottom end is the difference

 

I also heard F22 cams might give some gains in an F20. Subscribing.

 

The top ends of the 2 are slightly different in that the cams are different and the springs have different numbers are are theorized to be slightly less stiff.

I would say a power loss.

The 2.2 cams run out of steam at about 8500. It might fatten the mid range a little but that's about it.

 

i also heard that toda valve springs would work with oem cams...any truth to that? could you use them?
and if you could, would that take care of the F22s weaker springs?

 

i am running toda valve spring on my F20c and i love them with stock cams i can't afford the toda cams right not but i been thinking about a super charger also

 

Does that even matter since the rev limiter is at 8200?

 

there is absolutely no evidence that the AP2 springs are weaker and it would be stupid for honda to do so. The vast majority of people asserting that the springs are weaker have no clue what they are talking about.

A couple things have been established about the head. Joe Alaniz has said before that the physical metal head(not cams, springs, etc) are the same between the AP1, and AP2. Also we know that the part numbers have changed for both the intake springs and both of the camshafts. People who have measured the camshafts have noticed a difference. If I recall correctly the AP2 camshafts have increased duration and overlap.

To date no one has measured the springs to determine what differences may have been made if any. They probably are related to the changes in the intake cams, if I recall the AP2 cams were changed so that both intake values open simultaneous rather than staggered in the AP1. The AP1 cams supposedly were done to induce swirl through the intake.

If this was not the case then I would wager it is more likely that honda made the AP2 valve springs stronger rather than weaker, why? Consider all the changes that honda has made to affect/reduce the probability of damage during overrev. You have lower redline and the clutch delay valve. Why would the weaken the springs on the intake which would increase the possibility of valve piston/ contact during overrev. In fact, honda may have found during investigation that the intake valves impacted first, so they made them stronger to add additional over-rev damage protection.

 

It might since they're talking about putting the 2.2 cams in the 2.0 engine with a 9k redline.

To respond to some of the other posts above this one on whether or not the 2.2 cams would help the 2.0's mid range, that "might" be a possibility but we need to remember that most of the 2.2's torque increase in the sub-VTEC rpm's is probably a function of the lengthened stroke. While I have no problem believing that Honda "may" have optimized the cam timing in the lower rpm ranges to take advantage of the longer stoke, I seriously doubt that those cam changes will yield much benefit on the 2.0 engine.

JMO!

Drive Safe,
Steve R.

 

You may be right about the springs but since Honda obviously isn't saying, we may never know.

The only reason I can think of that might explain a slight weakening of the valve springs on the 2.2 is to help reduce internal friction. It takes more energy to compress a strong valve spring than a weaker one. Since Honda lowered the redline 1000 rpm's, they "might" have lowered the spring tension because it's not absolutely needed. I don't personally think this is too far a stretch considering how much Honda bragged about the lengths it went to, to reduce internal frictions on the 2.0 engine in order to help produce that 120hp/L goal.

All of this is pure speculation either way. Just a thought........

Drive Safe,
Steve R.