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Honda J engine

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Template:More citations needed Template:Infobox automobile engine The J-series is Honda's fourth production V6 engine family introduced in 1996, after the C-series, which consisted of three dissimilar versions. The J-series engine was designed in the United States by Honda engineers. It is built at Honda's Anna, Ohio, and Lincoln, Alabama, engine plants.

The J-series is a 60° V6 unlike Honda's existing 90° C-series engines. Also unlike the C series, the J-series was specifically and only designed for transverse mounting. It has a shorter bore spacing (Template:Convert), shorter connecting rods and a special smaller crankshaft than the C-series to reduce its size. All J-series engines are gasoline-powered, use four valves per cylinder, and have a single timing belt that drives the overhead camshafts. VTEC variable valve timing is used on almost all applications, with exceptions being the J30AC and J35Y8 (which use Variable Timing Control [VTC] instead).

One unique feature of some J-family engine models is Honda's Variable Cylinder Management (VCM) system. Initially, the system turns off one bank of cylinders under light loads, turning the V6 into a straight-3. Some versions were able to turn off one bank of cylinders or one cylinder on opposing banks, allowing for three-cylinder use under light loads and four-cylinder use under medium loads.

J25Edit

The J25A was used only in the Japanese domestic Inspire/Saber models. The J25A displaced Template:Convert. Its bore and stroke was Template:Convert. The J25A used a 10.5:1 compression ratio and was a SOHC VTEC design. Output was Template:Convert at 6200 rpm and Template:Convert of torque at 4600 rpm. It had a variable intake manifold to optimize torque output across varying engine speeds and engine response.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

J25AEdit

J30Edit

The J30A displaces Template:Convert and is a SOHC VTEC design. Its bore and stroke is Template:Convert. Output for the J30A1 was Template:Convert at 5500 rpm and Template:Convert of torque at 4800 rpm. The J30A4 pushed output to Template:Convert and Template:Convert using a three-way VTEC system, a higher (10.0:1) compression ratio and a novel exhaust manifold cast as one piece with the cylinder head. It weighs nearly Template:Convert less and is an inch shorter than J30A1. This version was on the Ward's 10 Best Engines list for 2003 and 2004. The IMA hybrid version was on the list for 2005. In 2006 Honda created the J30A5 to mark the 30th anniversary of the Accord. It boosted output to Template:Convert (SAE Net 08/04) and Template:Convert (SAE Net 08/04) of torque. According to Honda, horsepower gains were achieved with improvements to the airflow of the intake and exhaust system.

J30AEdit

  • 2004–2008 Honda Inspire<ref name="caranddriver.com">{{#invoke:citation/CS1|citation

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J30A1Edit

  • 1996–1999 Acura 3.0CL<ref>{{#invoke:citation/CS1|citation

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  • 1998–2002 Honda Accord V6<ref>{{#invoke:citation/CS1|citation

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J30A3Edit

J30A4Edit

  • 2003–2005 Honda Accord V6 <ref>{{#invoke:citation/CS1|citation

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J30A5Edit

J30ACEdit

(Turbo)

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  • Compression: 9.8:1
  • Valve Train: 24-Valve DOHC with VTC

J30Y1Edit

  • 2013–2018 Acura RDX (China)
  • 2017–2020 Acura MDX (Sport Hybrid)
  • Displacement: Template:Convert
  • Bore and stroke: Template:Convert
  • Power (engine only): 257 hp at 6300 rpm
  • Power (combined): 321 hp at 6300 rpm
  • Torque (combined): 289 lb⋅ft (392 N⋅m) at 5000 rpm
  • Valve train: 24-Valve SOHC
  • Induction/Fuel Delivery: Naturally Aspirated – Direct Injection

JNA1Edit

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J32Edit

The J32A displaces Template:Convert and is a SOHC VTEC design. Its bore and stroke is Template:Convert. Output was Template:Convert at 5600 rpm and Template:Convert at 4700 rpm for the J32A1, with the J32A2 raising output to Template:Convert at 6200 rpm and Template:Convert at 3500–5500 rpm. A more aggressive camshaft, more free flowing intake/exhaust, and a 2-stage intake manifold produced a Template:Convert increase over the J32A1. The J32A3's output in the 2004/2005 TL is Template:Convert. Due to changes in SAE testing methods, 2006–2008 model years have a reduced output rating of Template:Convert, despite being mechanically identical. The J32A3 includes a one-piece exhaust manifold cast with the cylinder head, first introduced on the J30A4.

J32A1Edit

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J32A2Edit

  • 2001–2003 Acura CL Type-S
  • Bore and Stroke: 89mm x 86mm
  • 10.5:1 Compression
  • 2002–2003 Acura TL Type-S
  • 2002–2003 Honda Inspire Type-S<ref name="caranddriver.com"/>

J32A3Edit

  • 2004–2008 Acura TL<ref name="caranddriver.com"/>
  • 3.2-liter SOHC V-6 aluminum alloy engine
  • Bore Stroke (All J32's) : 89mm x 86mm (3.5in x 3.386 in)
  • 11:1 Compression (High Compression Piston Domes)
  • (2004–2005) Template:Convert at 6200 rpm and Template:Convert of torque at 5000 rpm
  • (2006–2008) Readout changed to SAE standards, Revised to Template:Convertat 6200 rpm and Template:Convert of torque at 5000 rpm - *No change was made to engine, only SAE readout which changed the HP numbers
  • 2007–2008 (With revised bellhousing) Acura TL
  • Variable Valve Timing and Lift Electronic Control (VTEC)
  • Dual-stage induction system
  • Cold-air intake system
  • Computer-controlled Programmed Fuel Injection (PGM-FI)
  • Direct ignition system
  • Unique exhaust manifolds that are cast directly into the head
  • High flow close-coupled catalytic converters
  • VTEC engagement: 4,700 rpm

J35Edit

J35AEdit

The J35A is a SOHC VTEC design. Its weight is Template:Convert running. The Honda Marine BF200-series marine engine shares its internals with the J35A.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

J35A1Edit

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J35A3Edit

  • 2001–2002 Acura MDX<ref>{{#invoke:citation/CS1|citation

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J35A4Edit

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  • 2003–2004 Honda Pilot<ref>{{#invoke:citation/CS1|citation

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J35A5Edit

  • 2003–2006 Acura MDX<ref>{{#invoke:citation/CS1|citation

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J35A6Edit

J35A7 – VCMEdit

Variable Cylinder Management Piston Oil Jets

J35A8Edit

  • 2004–2008 Honda Legend KB1 (designation as "J35A" on block)
  • 2005–2008 Acura RL<ref>{{#invoke:citation/CS1|citation

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  • 2007–2008 Acura TL Type-S<ref>{{#invoke:citation/CS1|citation

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J35A9Edit

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J35SEdit

J35S1Edit

  • 2004–2007 Saturn Vue also referred to as GM L66
  • Displacement: Template:Convert
  • Bore and stroke: Template:Convert
  • Power: Template:Convert at 5800 rpm
  • Torque: Template:Convert at 4500 rpm
  • Has revised bell housing Honda round style along with revised cylinder heads with single exit port
  • Renamed J35A5 from the 2003–2006 Acura MDX with different cam profiles; uses the h5 awd/fwd automatic transmission (and transfer case if applicable) along with the same wire harness and ECU

J35ZEdit

File:Honda J35A VCM Engine.JPG
J35Z2

The J35Z engines use a die-cast aluminum block with cast-iron cylinder sleeves.

J35Z1 – VCMEdit

J35Z2 – VCMEdit

J35Z3Edit

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  • Torque: Template:Convert at 5000 rpm
  • Valvetrain: 24v SOHC VTEC
  • Fuel control: Multi-point fuel injection; PGM-FI

J35Z4 – VCMEdit

Template:Anchor

J35Z5Edit

J35Z6Edit

J35Z8 – VCMEdit

J35YEdit

J35Y1 – VCMEdit

  • 2013–2017 Honda Accord V-6*(J35YZ)*
  • 2013–2015 Honda Crosstour
  • Displacement: Template:Convert
  • Bore and stroke: Template:Convert
  • Compression: 10.5:1
  • Power: Template:Convert at 6,200 rpm
  • Torque: Template:Convert at 4,900 rpm
  • Valvetrain: 24v SOHC VTEC (Traditional VTEC cam profiles for intake valves, plus 3-cylinder mode VCM on rear bank(cylinder 1,2,3))
  • Ignition control type: ECU -Coil on Plug
  • Fuel control: Multi-Point Fuel Injection<ref>{{#invoke:citation/CS1|citation

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  • Redline: 6,800 rpm<ref>{{#invoke:citation/CS1|citation

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  • Fuel Cut off: 6,800 rpm?
  • VTEC engagement: 5,150 rpm<ref name=":0">{{#invoke:citation/CS1|citation

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J35Y2Edit

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  • Valvetrain: 24v SOHC VTEC (Traditional VTEC cam profiles on Intake Valves)
  • VTEC engagement: 4,900 rpm<ref name=":0" />

J35Y4 – VCMEdit

J35Y5 – VCMEdit

  • 2014–present Acura MDX
  • Displacement: Template:Convert
  • Bore and stroke: Template:Convert
  • Compression: 11.5:1
  • Power: Template:Convert at 6,200 rpm
  • Torque: Template:Convert at 4,500 rpm
  • Valvetrain: 24v SOHC VTEC (VTEC on intake valves only)
  • Redline: 6,800 rpm
  • Fuel cutoff: 7,200 rpm
  • Induction/Fuel Delivery: Naturally Aspirated – Direct Injection
  • VTEC engagement: 4,950 rpm<ref>{{#invoke:citation/CS1|citation

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File:Honda3.5V6.jpg
Honda Pilot J35Y6

J35Y6 - VCMEdit

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  • 2019-2025 Honda Passport
  • Displacement: Template:Convert
  • Bore and stroke: Template:Convert
  • Compression: 11.5:1
  • Power: Acura TLX: Template:Convert at 6,200 rpm
  • Torque: Acura TLX: Template:Convert at 4,500 rpm
  • Power: Honda Pilot, Ridgeline, Passport, and Odyssey: Template:Convert at 6,000 rpm
  • Torque: Honda Pilot, Ridgeline, Passport, and Odyssey: Template:Convert at 4,700 rpm
  • Valvetrain: 24v SOHC i-VTEC (VTEC on intake valves only)
  • Redline: 6,800 rpm
  • Fuel cutoff: 7,200 rpm
  • Induction/Fuel Delivery: Naturally Aspirated – Direct Injection
  • VTEC engagement: 5,350 rpm<ref>{{#invoke:citation/CS1|citation

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J35Y8 – VCMEdit

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J37Edit

The J37 uses a die-cast aluminum block with aluminum cylinder liners. Primarily due to the cylinder liners being made from aluminum instead of cast-iron the engine weighs less than the J35Z engines. The intake manifold is made from a cast magnesium alloy.

J37A1Edit

J37A2Edit

J37A4Edit

J37A5Edit

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  • Fuel control: Multi-point fuel injection; PGM-FI

See alsoEdit

ReferencesEdit

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External linksEdit

{{#invoke:Navbox|navbox}}Template:Honda automotive engine timeline (1971-1999)Template:Honda automotive engine timeline (2000-present)

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