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 (98 mm (3.86 in)), 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. VTECvariable 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.
J25A
The J25A was used only in the Japanese domestic Inspire/Saber models. The J25A displaced 2.5 L; 152.3 cu in (2,495 cc). Its bore and stroke was 86 mm × 71.6 mm (3.39 in × 2.82 in). The J25A used a 10.5:1 compression ratio and was a SOHCVTEC design. Output was 200 hp (149 kW) at 6200 rpm and 24.5 kg⋅m (240 N⋅m; 177 lb⋅ft) of torque at 4600 rpm. It had a variable intake manifold to optimize torque output across varying engine speeds and engine response.[1]
The J30A displaces 2,997 cc (3.0 L; 182.9 cu in) and is a SOHCVTEC design. Its bore and stroke is 86 mm × 86 mm (3.39 in × 3.39 in). Output for the J30A1 was 210 hp (157 kW) at 5500 rpm and 200 lb⋅ft (271 N⋅m) of torque at 4800 rpm. The J30A4 pushed output to 242 hp (180 kW) and 212 lb⋅ft (287 N⋅m) 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 20 lb (9.1 kg) less and is an inch shorter than J30A1. This version was on the Ward's 10 Best Engines list for 2003 and 2004. The IMAhybrid 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 244 hp (182 kW) (SAE Net 08/04) and 211 lb⋅ft (286 N⋅m) (SAE Net 08/04) of torque. According to Honda, horsepower gains were achieved with improvements to the airflow of the intake and exhaust system.
Bore and stroke: 86 mm × 86 mm (3.39 in × 3.39 in)
Power: 255 hp (190 kW) at 5400 rpm
Torque: 232 lb⋅ft (315 N⋅m) at 4500 rpm
Compression: 10.5:1
Valve Train: 24-Valve SOHC i-VTEC
J32
The J32A displaces 3,210 cc (3.2 L; 195.9 cu in) and is a SOHCVTEC design. Its bore and stroke is 89 mm × 86 mm (3.50 in × 3.39 in). Output was 225 hp (168 kW) at 5600 rpm and 217 lb⋅ft (294 N⋅m) at 4700 rpm for the J32A1, with the J32A2 raising output to 260 hp (194 kW) at 6200 rpm and 232 lb⋅ft (315 N⋅m) at 3500–5500 rpm. A more aggressive camshaft, more free flowing intake/exhaust, and a 2-stage intake manifold produced a 33.55 hp (25.02 kW) increase over the J32A1. The J32A3's output in the 2004/2005 TL is 270 hp (201 kW). Due to changes in SAE testing methods, 2006–2008 model years have a reduced output rating of 258 hp (192 kW), despite being mechanically identical. The J32A3 includes a one-piece exhaust manifold cast with the cylinder head, first introduced on the J30A4.
Bore Stroke (All J32's) : 89mm x 86mm (3.5in x 3.386 in)
11:1 Compression (High Compression Piston Domes)
(2004–2005) 270 hp (201 kW) at 6200 rpm and 238 lb⋅ft (323 N⋅m) of torque at 5000 rpm
(2006–2008) Readout changed to SAE standards, Revised to 258 hp (192 kW)at 6200 rpm and 233 lb⋅ft (316 N⋅m) 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)
Unique exhaust manifolds that are cast directly into the head
High flow close-coupled catalytic converters
VTEC engagement: 4,700 rpm
J35
J35A
The J35A is a SOHC VTEC design. Its weight is 360 lb (163 kg) running. The Honda Marine BF200-series marine engine shares its internals with the J35A.[10]
Bore and stroke: 89 mm × 93 mm (3.50 in × 3.66 in)
Power: 248 hp (185 kW) at 5800 rpm
Torque: 242 lb⋅ft (328 N⋅m) 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
J35Z
J35Z2
The J35Z engines use a die-cast aluminum block with cast-iron cylinder sleeves.
Bore and stroke: 89 mm × 93 mm (3.50 in × 3.66 in)
Compression: 11.5:1
Power: 285 hp (213 kW) at 6,100 rpm
Torque: 262 lb⋅ft (355 N⋅m) at 5,000 rpm
Valve Train: 24-Valve DOHC with VTC
J37
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.
^Smith, Steven Cole (February 2000). "2001 Acura 3.2 CL". Car and Driver. Hearst Communications. Archived from the original on 9 September 2017. Retrieved 8 September 2017.
