I drive an '01 Prelude Base, love the car. I'd like to do a FR conversion but thats a little besides the point.
What I'm after is people who have experience with the J series, people who just have them stock in their daily or people who have fully built them.
I WAS dead set on building a twin turbo, J32A2 but after drawing up plans and listening to the world lol, I got cold feet.


Here are my thoughts:

J series PROS:

• Easy to come by and find, they are all over eBay and JDM motor sites
• Cheap, they are as cheap as $600 for a complete engine but typically go for around $1k
• Small footprint and compact size, being 60 degree and SOHC they have small heads and fit in small bays easily
• Reliable, they come in a lot of cars and are proven to be reliable
• Cheap parts
• Less common engine to build, more unique
• Good power output @ 82hp per liter stock
• Good low to mid range power and torque, right where id like to have power
• Respond well to forced induction
• Lightweight, having a block and heads that are entirely alloy

J series CONS:

• Minimal aftermarket parts support
• SOHC (I'd like to hear more on what people think here)
• 60 Degree Cylinder Configuration
• Basically economy minivan motors lol j/k kinda
• 6,800RPM Redline
• Intake only VTEC

SO, Would building say a C series, like a C32B be more worth while? They are DOHC, have a much higher factory redline (suggesting a higher performance motor) and have true intake & exhaust VTEC. They are expensive as all hell @ nearly $14k for a used block only and are nearly impossible to find but that aside, is the SOHC and 60 degree cylinder configuration of the J series really that limiting?

I have seen plenty of people swapping J32's and J35's into S2k's but they typically build the motor and boost it, this is what I would do but my question is...is running an economy motor thats built on high boost to make power really worth it? Should I avoid these motors or am I right in thinking that with enough dedication and money that I would be happy? I just don't want to choose the wrong platform. I would probably run 10.5 or 11:1 compression because I like responsiveness and lower rpm power, 93 octane pump gas and aim for about 600whp.

I've worked at plenty of shops and driven a few j series cars, like j35 and j32 Honda Minivans. I liked the way they drove and sounded but they were a little sluggish probly just due to the weight and size of the vehicles. I need more input from people who have built j series motors, preferably someone who has boosted one with success and can chime in with some details on how the drive ability and performance is.

Thanks,
-Ian

 

I don’t have any experience modifying the J series. What vehicle would the J series be in that you modify? That determines if there is enough room in the engine bay for a turbo system. V6’s take up so much room under the hoods of cars that it’s difficult to add exhaust manifold(s) with turbo(s) on them because of spacing, whereas 4 cylinders need only one manifold and usually have more space under the hood. That’s why most people skip modifying the V6 Hondas.
I have a J30A1 in an Accord that’s a family car and it is strong, quick, but not fast stock. I’ve considered modifying it, but I don’t think many companies make internals for the J engines, although I may be wrong and various companies might offer enough parts needed to rebuild it.
When you mentioned the C series: it’s a rich man’s engine since it goes in the NSX and you should really avoid it unless you have tons to spend. Like you say, 14 grand an engine. It’s not worth it in my opinion.
The CONS mentioned aren’t really bad. 60 degree is ok and SOHC is ok also, as well as VTEC only on the intake.
Just research what internal parts are available and if you are able to fabricate an exhaust manifold, intercooler piping, and a downpipe, then I think it would work.
There are easier and cheaper options out there though, such as the D series or K series.
Also consider transmissions. Most J series have automatics, but there are lots of manual too.

 

I was thinking single slam all the way, like sohc is kinda rippin right? With boost?

 

Why are you posting then?

 

I own one and have looked into modifying it and the parts are rare, and there isn’t much space in the engine bay, so it stays stock, but I have done work on it, just stock components.
That’s why I put that there are easier and cheaper options like the D series and K series.

 

Your going to suggest putting a D series into a prelude?

Also this thread is a waste of time, same as the one he made 3 years ago.

 

That’s why I posted a reply if anyone is wondering. I’ve had it since 2013 and it’s never been to the mechanic. I’ve done the needed work and fluid changes since then. It still drives strong with 181,000 miles.

No, but starting a project with a D series in a car such as the Civic would be easier and cheaper than a similar turbo set up in a J series. For a prelude, and for most cars, I don’t suggest engine swaps. I did one when I was younger but think it’s easier to keep it simple now and go with the engine that is stock.

Here is the tough part with a turbo J series, as you can see from the pictures there isn’t much space in front of the engine or behind it. There would be enough space to have the turbo be on the driver’s side of the car, however I’m not sure of any exhaust manifolds available for the J series.


GTW3476

 

I think I like the J series in how it sounds and performs, its no aboslute torque monster and it doesn't make the BEST top end power ever but something about the way I could manipulate the throttle and watch the revs and feel the car being moved, it sounded like the heads and intake system were very well tuned and engineered. It didn't scream like a 500+hp turbo V6 because its not but it "sort of" "had" this kind of suggestive potential in the way it moved air and fuel and made power. I'm sure Honda wanted to avoid soccer moms from entering some kind of supernatural internal combustion engine cyclone psychosis that might lead to a seizure so it's de-tuned a bit but I could notice it, it grabbed my torque senses in a gentle way, which led me to "woah, THAT'S whats grabbing me?" It was then I relaized, I love these engines but they don't reeaally rip... but could they??! lol When you step on it, things sort of "rose" when you first took off with little to no hesitation, it was reasonable, humble, open to the throttle position, ya know, "seemed" like it had this, no problem. There was a noticeable kick like things were gonna happen around 2,500-3k rpms, this I would probably actually tune down a bit and use for turbo spool and transient boost. The mid range was a little "safe" but I can just tell it would be the groove spot for a turbo build. What I loved is that the mid range kinda posted up to the lower rpm build though it was a little obvious that it wasn't about to start making CRAZY power, it was a bit of a leaning post up lol, I think they did this for reassurance and safety, it was a pretty big, leaning, "spot". This is where I'd like to be sure I have full boost and spool. Right after this there was a bit of a dead zone as I remember from about 3,500-4,250 rpm, it was a bit of a headstrong "meh" or a "your throttle is ours", I didn't like this, it felt like something was being taken away but it wasn't terrible, PLUS I could learn to like it or at least tune it to be more of a place holder. If I could keep the idea of it and maybe sort of tune this to be where my powerband starts from or where the real dig starts from. From there, there was kinda a laggy, re-introduction of throttling or an acknowledgment that your pushing, this was kinda weak and seemed like a stumble, throttling did very little... BUT all in all its kinda why I like the J series so much because from there on out it was everything, it took the whole rpm range and the way it operated, all the light accents, suggestive lets etc. and found the best mid range dig, then said "uh huh" and pushed it, like in a very very ideal sort of mid-to-top end run way, Idk if I could have tuned it better, it was sort of flat, but I mean it was a nice minor dig from the previous stumble that pretty much ran all the way to the 6,800 rpm redline. Of course there was the typical running know where from about 5,500rpm and up where it sounded like ignition, just the right amount of fuel and no load, you know what im talking about, a drop off. It didn't drive like it was "trying" it covered its own *** and did the job. It wasn't scared to be inconsistent if it had to and I love that, it had very carefully placed ignition and fuel tuning to create a freaking reliable and reasonable minivan motor. Most domestic v6's that make no power to start and try and hide it with a ideal power curve made from fuel and ignition tuning that no car should ever see, has all kind of drop offs, has no mid range to top end differentiation to speak of and dies before it dies up top. I'd like to tune it to run very similar to oem but with a 3,000 rpm powerband kick in that carries strong (with a few carefully placed hicups) all the way to 6,800 or 7k rpm.

 

Heres what I'm thinking,

• 10.5 or 11:1 compression so more rev happy and responsive also making for more noticeable power-band transitions and better low rpm torque
• SOHC, single slam for the win, less valvetrain and rotating mass, more of an engineering feat to make power, kinda just cooler than DOHC, almost as effective as DOHC
• Twin Garret GTX2867R GEN II Turbos, these are rated by Garrett to make 275hp-to-550hp per turbo, with a 750hp goal and (2) turbos, thats 375hp output from each turbo or 68.2% output. So these things are gonna be running on 1.6L of displacement and 3 cylinders each. They are going to spool fast, early and have no problem making the peak hp goal. They won't be choking the motor up top and they won't be hard to spool down low.
• Possibly fabricate my own intake manifold for the J32 to achieve the best output and performance

 

I think 10.5 or even lower compression ratio is good. If you are going turbo, you won’t need high compression. Plus you’ll have so much displacement that you won’t need high compression.
SOHC isn’t a problem once turbocharged. It’s only an issue if going all motor.
Your turbo choice is good but those are expensive. But if you can afford them then that would be effective. Doing the twin turbo set up would be better than a single large turbo, because of how the exhaust manifolds are, I think.
Are you planning on fabricating your own exhaust manifolds or have you found any available to buy? I think the ideal placement for turbos is over the transmission, not right near the exhaust ports which would place the turbos too close to the radiator or firewall. So the exhaust manifolds would have to be those “sidewinder” types.
You can probably get by with a stock intake manifold but a custom made one could have advantages.
I’m interested in your build.

 

I want the highest compression ratio I can possibly run on 91 octane fuel (highest grade locally available at the pump) and while making 600-700hp on boost. I love high compression, it makes for a snappy and responsive motor, boost would be cause for poor throttle response and lag and id like to have a responsive high compression engine running underneath the twin GTX2867R's. I'm thinking given my goals that 600-700hp is achievable but would be about the limit of 91 octane especially with a CR above 10 or so. Also I'm tuning around a pretty modest 6,800 rpm redline (j32a2 factory redline) so I'm not looking for 8,000rpm+ stability, I'm aiming for low and mid range torque. I want to have a great potential of power under my foot and have low end grunt that torques hard from idle to like 3,500rpm. This sounds like a great place for a Chevy LSA supercharged 6.2L V8 swap I know, and I'm not completely against the idea.

 

https://honda-tech.com/forums/drag-r...build-3154865/
There is a big HP J series build in the drag racing forum you should read.

 

Man that car is serious, I think I've seen pictures of it finished online before. I do like the J series, theres just something about a boosted, sohc, 3.2L V6 that I like, it'd be a really nice motor to drive i'd imagine. I also love the sound of a 3.0L+ tuned V6 with an exhaust, they scream and have a nice rasp with a nice exhaust.

 

If I built the J32A2, it would have fully forged internals, ported heads with upgraded springs, valves etc. The engine would probably support around 1,000hp and I know I've seen at least one J series making nearly that. I'd say thats about the limit though of the cast block and especially with its main caps and head bolts. So 600-700hp is doable and I'd have an engine that can safely support almost double that so it'd be reliable.

 

Right, I think the limiting factor for Hondas is the head bolts/head studs. With a 3 plus liter engine you should be able to reach 700HP I think.