accord engine?
04-04-2006, 02:02 AM
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accord engine?
just quickly,
what is the engine model/number of the newest accords engine, all i know is its a 3.0L, v6, if anyone has a link to a page about it, would be greatly appreciated, also really dumb, are they fwd or rwd...sigh...sorry guys...
what is the engine model/number of the newest accords engine, all i know is its a 3.0L, v6, if anyone has a link to a page about it, would be greatly appreciated, also really dumb, are they fwd or rwd...sigh...sorry guys...
04-04-2006, 03:12 AM
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Re: accord engine? (-isaac-)
j30a4 is the series number
246hp, 216tq redlines 6500-6800rpm (i think the 6sps are redlined slightly higher)FWD with i-vtec. Awesome motor if you ask me........
from answers.com
J30
The J30 displaces 3.0 L and is an SOHC VTEC design. Output for the J30A1 was 200 hp (149 kW) and 195 lbf·ft (264 N·m) of torque. The J30A4 pushed output to 240 hp (179 kW) and 212 lbf·ft (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. 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.
J30A1
1997-1999 Acura 3.0CL
1998-2002 Honda Accord V6
J30A4
2003-2005 Honda Accord V6
Variable Cylinder Management
2005 Honda Accord Hybrid
246hp, 216tq redlines 6500-6800rpm (i think the 6sps are redlined slightly higher)FWD with i-vtec. Awesome motor if you ask me........
from answers.com
J30
The J30 displaces 3.0 L and is an SOHC VTEC design. Output for the J30A1 was 200 hp (149 kW) and 195 lbf·ft (264 N·m) of torque. The J30A4 pushed output to 240 hp (179 kW) and 212 lbf·ft (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. 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.
J30A1
1997-1999 Acura 3.0CL
1998-2002 Honda Accord V6
J30A4
2003-2005 Honda Accord V6
Variable Cylinder Management
2005 Honda Accord Hybrid
04-04-2006, 04:01 AM
#3
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Re: accord engine? (YeuEmMaiMai)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by YeuEmMaiMai »</TD></TR><TR><TD CLASS="quote">Awesome motor if you ask me........
</TD></TR></TABLE>
The dyno numbers will surprise you.
Honda's new quoted HP figures are a lot closer to wheel HP than previous numbers.
Industry gossip is that the 2006 V6 would've been quoted at 260 HP by the old SAE standards.
The secondary intake on the 2006 6-6 opens at 4000 RPM, and it comes on the cam at 5000 RPM.
If you shift briskly up to (but always below) 4000 RPM, you are going to be able to get surprising MPG out of a high HP motor. This writer manages 30.35 mpg on average!
</TD></TR></TABLE>
The dyno numbers will surprise you.
Honda's new quoted HP figures are a lot closer to wheel HP than previous numbers.Industry gossip is that the 2006 V6 would've been quoted at 260 HP by the old SAE standards.
The secondary intake on the 2006 6-6 opens at 4000 RPM, and it comes on the cam at 5000 RPM.
If you shift briskly up to (but always below) 4000 RPM, you are going to be able to get surprising MPG out of a high HP motor. This writer manages 30.35 mpg on average!
04-04-2006, 10:55 PM
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Re: accord engine? (George Knighton)
secondary intake, any details how it works, what it does
edit: just fully read that answers.com thing, whats with the exh manifold being cast to the head, no aftermarket FTW.
and why sohc?, no dohc even as an option?
Modified by -isaac- at 2:53 AM 4/5/2006
edit: just fully read that answers.com thing, whats with the exh manifold being cast to the head, no aftermarket FTW.
and why sohc?, no dohc even as an option?
Modified by -isaac- at 2:53 AM 4/5/2006
04-05-2006, 05:58 AM
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Re: accord engine? (-isaac-)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by -isaac- »</TD></TR><TR><TD CLASS="quote">secondary intake, any details how it works, what it does</TD></TR></TABLE>
Pretty simple, old idea for Honda. My 1998 GS-R had the same thing.
The idea is that you use longer, narrower intake runners at low speeds in order to provide greater torque and more miles per gallon.
When it's clear that the driver is in a performance situation the car uses the wider diameter, shorter intake runners to dump the mixture faster, and dump more of it, providing more HP in higher performance applications.
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote »</TD></TR><TR><TD CLASS="quote">whats with the exh manifold being cast to the head, no aftermarket FTW.</TD></TR></TABLE>
It simplifies manufacture and lowers cost, and it provides a header definitely mated to the head for which it is designed. There is no chance of any kind of mis-match or offset problem, and it allows the exhaust ports to become a <u>part</u> of the header, making for an efficient design that could not be handled better by any but the most expensive header designers.
It has always been controversial, but you cannot argue much with a 0-60 of under 6 seconds. It just works.
Any more HP is likely to involve the computer more than anything else. The 6-6 Coupe even comes with a cold air intake already installed. There isn't much left for the aftermarket industry to worry about unless you want to get into altering the fuel map and ignition advance.
By the way, the OEM computer will respond to the use of high octane fuel. After approximately three full tanks of 93 octane fuel, you will find 10-12 HP on the dyno. However, <u>even</u> <u>one</u> tank of 87 octane will cause the computer to panic and revert to the old map instantly, as soon as it first notices that the octane is reduced. You'll have to fill up three or more times, again, to get the HP back.
My own 2006 6-6 HFP Coupe dynos at 238 HP, which is awesome! It has always run on 93 octane since it left the showroom floor on 12/12/2005. It has 11,000 miles on it already, going strong w/no problems at all.
An LSD in addition to the VSA (as the TL 6-6 comes) would be a nice thing.
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote »</TD></TR><TR><TD CLASS="quote">and why sohc?, no dohc even as an option?</TD></TR></TABLE>
DOHC sixes are not in the usual Honda profile. It would add considerably to the expense of building the car, and the power gain for the money would not be appropriately proportional for the Accord profile.
It's more likely that they would move to the J32 or J35 before they added two more cams. The J35 is easily 300 HP (SAE flywheel) by the new standards, so that would probably be the way of the future when it becomes clear that Accord users want more power.
To be honest, AWD is on the Accord drawing board before DOHC sixes.
Pretty simple, old idea for Honda. My 1998 GS-R had the same thing.
The idea is that you use longer, narrower intake runners at low speeds in order to provide greater torque and more miles per gallon.
When it's clear that the driver is in a performance situation the car uses the wider diameter, shorter intake runners to dump the mixture faster, and dump more of it, providing more HP in higher performance applications.
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote »</TD></TR><TR><TD CLASS="quote">whats with the exh manifold being cast to the head, no aftermarket FTW.</TD></TR></TABLE>
It simplifies manufacture and lowers cost, and it provides a header definitely mated to the head for which it is designed. There is no chance of any kind of mis-match or offset problem, and it allows the exhaust ports to become a <u>part</u> of the header, making for an efficient design that could not be handled better by any but the most expensive header designers.
It has always been controversial, but you cannot argue much with a 0-60 of under 6 seconds. It just works.
Any more HP is likely to involve the computer more than anything else. The 6-6 Coupe even comes with a cold air intake already installed. There isn't much left for the aftermarket industry to worry about unless you want to get into altering the fuel map and ignition advance.
By the way, the OEM computer will respond to the use of high octane fuel. After approximately three full tanks of 93 octane fuel, you will find 10-12 HP on the dyno. However, <u>even</u> <u>one</u> tank of 87 octane will cause the computer to panic and revert to the old map instantly, as soon as it first notices that the octane is reduced. You'll have to fill up three or more times, again, to get the HP back.
My own 2006 6-6 HFP Coupe dynos at 238 HP, which is awesome! It has always run on 93 octane since it left the showroom floor on 12/12/2005. It has 11,000 miles on it already, going strong w/no problems at all.
An LSD in addition to the VSA (as the TL 6-6 comes) would be a nice thing.
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote »</TD></TR><TR><TD CLASS="quote">and why sohc?, no dohc even as an option?</TD></TR></TABLE>
DOHC sixes are not in the usual Honda profile. It would add considerably to the expense of building the car, and the power gain for the money would not be appropriately proportional for the Accord profile.
It's more likely that they would move to the J32 or J35 before they added two more cams. The J35 is easily 300 HP (SAE flywheel) by the new standards, so that would probably be the way of the future when it becomes clear that Accord users want more power.
To be honest, AWD is on the Accord drawing board before DOHC sixes.
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