Honda J engine
From Honda Wiki
 | |
| Automotive industry | Honda Motor Manufacturing |
|---|---|
| Production | 1996– |
| Predecessor | Honda C engine |
The J-series was Honda's second V6 engine family, introduced in 1996. It is a 60° V6 – Honda's existing C-series was a 90° engine. The J-series was designed for Transverse engine mounting. It has a shorter bore spacing (Convert/LoffAonDsSoff), shorter connecting rods, and a special smaller crankshaft than the C-series for compactness. All current J-series engines are SOHC Multivalve designs with VTEC Variable valve timing.
The J-series engine was designed in the United States by Honda engineers. It is built at Honda's Anna, Ohio engine plant.
One unique feature of some J-family engine models is Honda's Variable Cylinder Management (VCM) system. The system uses the i-VTEC system to turn off one bank of cylinders under light loads, turning the V6 into a Straight-3. The latest Variable Cylinder Management system is able to turn off one bank of cylinders or one cylinder on opposing banks, allowing for three-cylinder use under light loads or four-cylinder use under medium loads.
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J25
The J25A was the first J-series engine produced. It was only used in the export-model Inspire/Saber models, however. The J25A displaced 2.5 L (≈153 cu in) and was an SOHC VTEC design. Output was Convert/hp.
- J25A
- 1999 Honda Inspire
- 1999 Honda Saber
J30
The J30 displaces 3.0 L (≈183 cu in) and is a SOHC VTEC design. Output for the light weight 250 lb J30A1 was 200 hp (149 kW) and 195 ft·lbf (264 N·m) of torque. The J30A4 pushed output to 240 hp (179 kW) and 212 ft·lbf (287 N·m) using a three-way VTEC system, higher (10:1) Compression ratio, and a novel Exhaust manifold cast as one piece with the cylinder head. It weighs nearly 20lb lighter and is an inch shorter than J30A1. This version was on the Ward's 10 Best Engines list for 2003 and 2004. Honda provided an undocumented, but verified 10 hp and 10 lb-ft boost when owners use 93 octane fuel, resulting in 250 hp according to Honda V-6 engineer Yasuaki Asaki. The IMA Hybrid car version was on the list for 2005. In 2006 to mark the 30th anniversary of the Accord, Honda created the J30A5, which boosted output to 244 hp (SAE Net 08/04) and 211 ft·lbf (SAE Net 08/04) of torque. According to Honda, horsepower gains were achieved with extensive improvements to the airflow of the intake and exhaust systems.
The J30A1 used in the 6th-generation Accord (1998-2002) has heads which are very similar to the J32 engines used in Acura CL and TL Type-S engines of approximately the same years. This makes it possible to swap in J32A2 camshafts. These are readily available and not particularly expensive (about $200 for two camshafts plus $40 or so for gaskets and other items, vs. $1000+ for custom-ground camshafts from other sources) and produce excellent performance gains, particularly in the mid to high RPM range. However, the stock J30A1 valve springs are not as stiff as the J32A2 valve springs, so the valves may need adjustment more frequently than on an unmodified J30A1 engine. Also, 1998-1999 Accords used a distributor, which means the rear camshaft has to be notched by a machinist in order to work in those cars. (2000 and above J30A1s use direct ignition and thus can be dropped in unmodified.)
- J30A1
- 1997-1999 Acura 3.0CL
- 1998-2002 Honda Accord V6
- J30A4
- 2003-2005 Honda Accord V6
- J30A5
- 2006-2007 Honda Accord V6
- Variable Cylinder Management
- 2005 Honda Accord Hybrid
J32
The J32 displaces 3.2 L (≈195 cu in) and is a SOHC VTEC design. Bore is 89 mm (3.5 in) and stroke is 86 mm (3.4 in). Output was Convert/hp for the J32A1, with the J32A2 raising output to Convert/hp @ 6200rpm and 232 lb·ft (315 N·m) @ 3500-5500 rpm. A more aggressive camshaft, freer flowing intake/exhaust, and a 2-stage intake manifold all result in a 35hp increase over the J32A1. The J32A3's output in the 2004/2005 TL is Convert/hp. SAE corrected hp for the 2006-2008 TL is Convert/hp. The J32A3 also includes the one-piece exhaust manifold cast with the cylinder head, first introduced on the J30A4.
- J32A1
- J32A2
- J32A3
- 2004-2008 Acura TL
J35
The J35 displaced 3.5 L (3471 cc, 212 cu in) and is an SOHC VTEC design. Bore is 89 mm (3.5 in) and stroke is 93 mm (3.7 in). Output was Convert/hp for the J35A1; Convert/hp and Convert/ft·lbf (5800/4400 rpm) for the J35A3; Convert/hp and Convert/ft·lbf (5500/4500 rpm) for the J35A4.
The J35A5 used in the 2004 - 2006 Acura MDX produces Convert/hp at 5800rpm and Convert/ft·lbf at 3500 rpm. The 2003 version of this engine produces Convert/hp at 5750 rpm.
The new J35 used in the Acura RL produces 290 hp (224 kW) at 6200 rpm and 256 ft·lbf (347 N·m) at 5000 rpm. This engine was on the Ward's 10 Best Engines list for 2005 and 2008.
The J35A9 used in the 2006 - 2008 Honda Ridgeline produces 247 hp (184 kW) at 5750 rpm and 245 ft·lbf (332 N·m) at 4500 rpm.
The J35A3 was also used by General Motors Corporation in the 2004-2007 Saturn Vue, though it utilized the cast-iron crankshaft from the J35A4 rather than the forged-steel version of the J35A3. GM refers to it as the GM L66 engine.
- J35A1
- 1999 - 2001 Honda Odyssey
- J35A3
- J35A4
- 2002 - 2004 Honda Odyssey
- 2003 - 2004 Honda Pilot
- J35A6
- 2005 - 2009 Honda Odyssey Van, LX, EX
- 2005 Honda Pilot
- J35A7 - Variable Cylinder Management
- 2005-2009 Honda Odyssey EX-L, Touring
- J35A8
- 2007 - 2008 Acura TL Type-S
- J35A9
- 2006 - 2008 Honda Ridgeline
- 2006 - 2008 Honda Pilot (VTM-4-equipped models)
- J35Z1 - Variable Cylinder Management
- 2006 - 2008 Honda Pilot (front-wheel drive models)
- J35Z2 - Variable Cylinder Management
- 2008+ Honda Accord (except V6 6MT coupe)
- Displacement: 3,471 cc (Convert/CID)
- Bore and stroke: 89.0 mm x 93.0 mm (3.50 x 3.66 in)
- Compression: 10.5:1
- Power, torque: 271 hp @ 6200 rpm; 254 lb.ft. @ 5000 rpm
- Valvetrain: 24v SOHC i-VTEC
- Fuel control: Multi-point fuel injection; PGM-FI
- J35Z3
- 2008+ Honda Accord V6 6MT coupe
- Displacement: 3,471 cc (Convert/CID)
- Bore and stroke: 89.0 mm x 93.0 mm (3.50 x 3.66 in)
- Compression: 10.0:1
- Power, torque: 271 hp @ 6200 rpm; 251 lb.ft. @ 5000 rpm
- Valvetrain: 24v SOHC VTEC
- Fuel control: Multi-point fuel injection; PGM-FI
- J35Z4 - Variable Cylinder Management
- 2009 Honda Pilot
- Displacement: 3,471 cc (Convert/CID)
- Bore and stroke: 89.0 mm x 93.0 mm (3.50 x 3.66 in)
- Compression: 10.5:1
- Power, torque: 250 hp @ 5700 rpm; 253 lb. ft. @ 4800 rpm
- Valvetrain: 24 SOHC i-VTEC
- Fuel control: Multi-point fuel injection; PGM-FI
- J35Z5
- 2009 Honda Ridgeline
- Displacement: 3,471 cc (Convert/CID)
- Bore and stroke: 89.0 x 93.0 mm (3.50 x 3.66 in)
- Compression: 10.0:1
- Power, torque: 250 hp @ 5700 rpm; 247 lb. ft. @ 4300 rpm
- Valvetrain: 24v SOHC VTEC
- Fuel control: Multi-point fuel inection; PGM-FI
J37
- J37A1
- 2007+ Acura MDX
- Displacement: 3,664 cc (Convert/CID)
- Bore and stroke: 90.0mm x 96.0mm (3.54 x 3.78 in)
- Compression: 11.0:1
- Power; torque: 300 hp @ 6000 rpm; 275 lb. ft. @ 5000 rpm
- Valvetrain: 24v SOHC VTEC
- Fuel control: Multi-point fuel injection; PGM-FI
- J37A2
- 2009 Acura RL
- Displacement: 3,664 cc (Convert/CID)
- Bore and stroke: 90.0 mm x 96.0 mm (3.54 x 3.78 in)
- Compression: 11.2:1
- Power; torque: 300 hp @ 6300 rpm; 271 lb. ft. @ 5000 rpm
- Valvetrain: 24v SOHC VTEC (intake and exhaust)
- Fuel control: Multi-point fuel injection; PGM-FI
- J37A4
- 2009 Acura TL SH-AWD
- Displacement: 3,664 cc (Convert/CID)
- Bore and stroke: 90.0 mm x 96.0 mm (3.54 x 3.78 in)
- Compression: 11.2:1
- Power; torque: 305 hp @ 6300 rpm; 273 lb. ft. @ 5000 rpm
- Valvetrain: 24v SOHC VTEC (intake and exhaust)
- Fuel control: Multi-point fuel injection; PGM-FI
See also
References
- Car and Driver magazine, November 1996, p111
