92cxyd

Nice work!!

wantboost

iTrader: (2)

There isn't some random exhaust leak is there? Also since you're trying to maintain such a low pressure the wastegate flapper should be wide open, that could also be part of the problem

UTAH TSX

I have an Apexi AVCR that's been kicking around in my garage we are going to try it and see if we can keep the boost from falling off, it's missing the solenoid and map sensor I see there is a square shaped map sensor that is about half the price of the Apexi round on has anyone tried this ? and is it ok to use a standard mac valve instead of the $150.00 Apexi one ? (do you think this will help)

UTAH TSX

Well It's been a while since updating been busy, we broke the skirts on 3 of our stock pistons they are so thin compared to an old je i had laying around so we toughened things up, we went with pauter rods (the only company that had rods on the shelf for j series engines) they are very nice but spendy for sure, JE pistons just a touch over 10-1 compression ratio, ferra inconel exhaust valves and intake valves, super tech spring and retainer kit, it is up and running we installed the Apexi AVCR boost controller with the boost solenoid that the EFR turbo came with and we can adjust boost by RPM and we now have steady boost no more dropping off, we are at 8PSI and back to tuning with Vit Viper tunung just waiting to turn this sucker up and make some power here are some e dyno's before the rebuild and other pictures

KevinEF7

Seven pistons??

92cxyd

7 pistons why?

UTAH TSX

7 pistons well I got a set for k series (same pistons as j series) for dirt cheap and had 2 more made then I got thinking (a little to late) about what side is the trust side with the big skirt and guess what the k series pistons only work if they have identical skirts and the wrist pin is not offset so i ended up with 6 piston that only worked on the rear bank luckily JE took the 2 pistons back for a small restocking fee and made me 3 pistons with the piston top profile flipped around so the thrust side of the piston and valve reliefs were in the right place so in the end I have 4 rear bank pistons and I saved no money on the dirt cheap 4 piston purchase lesson learned though the j series is a lot different to build than the normal 4cly. Honda there is nothing available off the shelf it's all well this should might or could work buy it and try it super frustating

Flr Power

Do you know if you ran into bad gas? I see detonation killed some pistons.
The tune had too much ignition advance or you ran into lower octane gas.
At the power level (400whp) you are going the stock pistons should have last.

UTAH TSX

We had very little timing in it, another guy had Speed factory finish his turbo install a few month before us and he broke pistons just like us the skirts look identical and he was at 7 deg of timing and 10 PSI the J35a8 skirts have a super thin grove about 1/4 in wide in the middle of the skirt running from the bottom of the ring lands to the bottom of the skirt and it looks like this is where the cracking starts

Flr Power

Fair enough but I see cracked and missing ringland on the piston. This only happen with detonation.

UTAH TSX

It's just the picture no ring land damage at all on any of the pistons and the piston tops have zero detonation damage

KevinEF7

Is the boost getting a little jump with these newly installed slugs?? your son must be a little excited!

Tony the Tiger

It's too little ignition timing and it's creating a very late burn, causing the skirts to break off... If you don't correct this problem, you will begin to scuff all the skirts on the forged pistons on your new build.

Depending on the turbo setup, I run the J-series with about 15-16 deg of timing across at that power level with 94 oct. If your engine is somehow pinging and wants to run that low of timing, I would consider improving the turbo setup because it is choking or running into some sort of bottleneck.

The lack of exhaust manifolds on this motor does some really strange things. The car runs and tunes like a car with a very poorly made log manifold. On my TL build, I have quite long runners and some anti-reversion (stepped up piping) and a small chamber to help this issue.

Yungone501

I said the same thing Tony on another forum and still believe this. I just don't think the car needed forged pistons to handle those boost levels.

UTAH TSX

Our timing has been moving between 12-17 degrees while tuning, we are about 425 WHP at 7-8 PSI, we just got the go to up the boost a few more pounds, pee water 91 only here in Utah

Yungone501

The only reason I never took the discussion any further is because of the unique way (unique to me at least) the pistons failed and the fact there was no datalog shown of the engine during boost. I'm not a seasoned tuner by any means but I don't see how multiple pistons failed the same way without there being a contributing factor elsewhere.

UTAH TSX

And all 3 failed pistons on the same bank ?? and they broke on the non thrust side of the piston ??

D-Rob

I see this also with the newer K24Z engines (9th Gen Civic Si, newer TSX, etc), and I absolutely hate them.

They tune exactly like an older engine with a junk runnerless manifold, and are constantly on the edge of blowing themselves to pieces with gasoline. You give it some ignition timing, it picks up power on the dyno, but knock sensor reading skyrockets.

Honda, just give us separate exhaust ports again.

wantboost

iTrader: (2)

I'm amazed people haven't tried machining away the integrated exhaust manifold. Similar to how the cummins 6bt guys machine away the single inlet to run an individual runner intake manifold...

I guess it would depend on how much meat is around the IEM of the newer honda motors, if there isn't enough thickness to drill and tap it probably wouldn't work

UTAH TSX

That part of the head has water jackets in it all the way to 1 inch from the exhaust flange my k motor is the same way the j has a 2 1/2 in port and the k has a 3 in port (it's oval but if you squish a pipe it matches the oval)

Local Mafia

Hello gents, interested because I have a 2012 odyssey with a j35a8, any idea if turboing it even though it’s stock is a good idea? are there any differences in the way the ody engine is built compared to the TL type S engine? Any recommendations, concerns, advice?