The Eibach Meet: A Non-Honda-Lover’s Guide


A crowd gathers around a trio of Jerry Built Civics and Integras. 
Tuning shop owner and drag racer, Jerry Guzman's had his hand in some of the most powerful turbocharged street Hondas to date. 
Also courtesy of Jerry Built, a naturally aspirated K-series with individual throttle bodies. Jerry Built cars are known for their no-nonsense approach to making as much power as possible.
In terms of turbocharging, B-series engines remain far more popular than the K-series, yielding as much as 1,350 hp from cars like SpeedFactory Racing's eight-second Civic (not shown here). 
Perhaps the biggest shortcoming of the third-generation Prelude is its engine. Although a B-series by name, the Prelude's B20A shares virtually nothing in common with later B-series engines like the B16A, B18C or CR-V's B20B. This fourth-generation Prelude H22A engine looks right at home in the 1988-1991 Prelude's engine bay, though. 
A tidy and well-kept engine bay, but the factory-style airbox paired with the aftermarket tubular header is a theme that's unfortunately all-too common among Honda fans: sacrificing performance for looks.
On paper, Honda's DOHC H22A engine makes a whole lot of sense, but even 20 years later, the engine's never been fully accepted. It's gearbox is partly to blame. Adapter systems have since been developed that allow B-series Civic and Integra transmissions to bolt onto H-series engine blocks, like shown here. The configuration tips the engine forward, as is evident by the height of the intake manifold plenum. 
What's considered to be a fairly basic Honda turbo system like this is capable of upwards of 400 whp on 91 octane and much higher with the appropriate fuel. Fifteen years ago, such a setup would've been entirely custom. Today, intake and exhausts manifolds as well as intercooler piping kits can be easily sourced. 

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