Assuming 15% drivetrain loss, this would be ~330 hp (~360 hp using MCE dyno numbers) at the crank. Overall, the tuning went well. Much lighter than the J32A2 aluminum intake manifold and with larger T-body opening. I will update the article. Fortunately, I had a 3″ v-band laying around so I added this joint between the merge and the resonator. I’m starting with a J32A2 from a 2001-2003 TL Type-S and will likely swap in a crankshaft from the MDX 3.7 and 3.5 rods and pistons at some point to create a 3.6 liter high compression motor. I have the body of the CRX wired for lights, horn, wipers, etc etc. Thanks, The relocation solution was great but I was not happy with the factory crank pulley. Fabricated a splitter to meet the GTA Street Class rules. I purchased the Prank Parts alternator relocation kit, machined the lower mount to fit the engine mounts, and replaced all the hardware. The difference is Spreadshirt has more color options and sells to countries outside the US while Amazon will allow for free shipping and only US. Progress continues on the J32A2 swap into the S2000. Turbo lag, throttle response, heat, etc all add up to frustration for me. Harness is protected with Raychem DR-25 and Raychem/Sumitomo adhesive lined heat shrink at all joints and terminations. Ultimately, I’m hoping for around 325 whp and lots more torque than I currently have with the supercharged F22C. The motor will feature eBay connecting rods, Holley intake, GM coilpacks, and LSx throttle body. The supercharger changed that. 320 whp, 220 lbs. More holes in the hood to clear the intake manifold. My daily drivers are a 2015 WRX and a 2001 Dodge RAM Turbo Diesel 24V. You said in one of the videos , you are running LS wiring and GM coils. Notify me of follow-up comments by email. Total weight decreases and the MOI of the pulley decreases substantially. It has J32A2 heads actually, but they are about the same thing really as the J35A8 other than having 3 exhaust ports to the A8 having one. Compared to the previous engine (F22C, internally stock, Rotrex SC) on same dyno. how is the intake facing the passenger side? This requires relocating the alternator to align with the pulley. With the stock engine I was stuck behind them in the corners and unable to pass on the straights. Better to just take it to the dyno. Completed the oil plumbing using custom braided lines, oil cooler, Accusump, and Trac Tuff Remote Oil Filter Block Off Adapter. Of course, now there are lots of 500-600 hp cars on the track that still walk away on the straights but I guess that’s the ever evolving progress of technology. Project J35A S-10 is building a 1989 Chevy S10 truck for drag racing using a turbocharged 3.5 L Honda J35A V6. Acuity Podium Oil Cap I’m not one to buy fancy engine dress up parts but this oil cap impressed me with the quality and intelligent design features. The V6 power starts dropping at 7,000 rpm due to head flow and cams. A few stainless steel mandrel bends, a 2-to-1 merge collector, some tig welds, and b-pipe grafted to old 3″ exhaust. What pistons are you running to have a low enough compression for 31lbs of big boost? Ran about 40 pulls at the local dynojet (Service Pro in Nooksack WA) to dial in the WOT ignition timing. You will have to do some custom stuff to the cam gear so it reads correctly other than that its kind of straight forward, get the generic LS harness and disable 2 of the coils. I’m keeping my SC’d F22C in case I don’t love the J-swap. Progress continues on the J32A2 V6 swap into the S2000. Project J35A S-10 is building a 1989 Chevy S10 truck for drag racing using a turbocharged 3.5 L Honda J35A V6. This weakens the nose which supports the starter gear. This dyno reads about 25 whp low compared to the MCE dyno used by NASA West Coast Nationals but all I really care about is a direct comparison. Aluminum hard-lines to and from radiator plus heater connection. We are a participant in the Amazon Services LLC Associates Program, an affiliate advertising program designed to provide a means for us to earn fees by linking to Amazon.com and affiliated sites. An LS swap makes a lot of sense. We are a participant in the Amazon Services LLC Associates Program, an affiliate advertising program designed to provide a means for us to earn fees by linking to Amazon.com and affiliated sites. For the racing I’ve been doing lately, the classes are power-to-weight based and my small displacement high revving 4-cylinder makes a very peaky power curve. I’ve been considering an engine swap for a while. I can also use my existing Exedy Hyper Single clutch. Dont worry i was kidding. Cut a wedge out of each megaphone and tucked them up about 1″ higher and also removed the V-bands and replaced them with Burns Stainless slip fits and clamps. I highly recommend the Evans Performance Academy courses. In stock form, the headers may be OK for a drag car with lots of ground clearance but not nearly enough for my car on street or track. Total mass saved when using S2000 alternator and Pro Crank Pulley: 4475 grams / 9.87 lbs (mostly rotating mass). The baffle was covered in an oil compatible rubber sheet that extends past the baffle edges to seal off against the oil pan surfaces. I’m sure 4th gear pulls would be better but that gets a little dicey on public streets. Total weight: 25 lbs from headers to tip. Are these engines that underrated or was the OEM exhaust manifold that restrictive? I have experience tuning AEM Series 2 ECU’s but the Infinity is new to me so I purchased the AEM Infinity Master Training Course from evansperformanceacademy which has been very helpful. I am somewhat doing the same project besides my J series VTEC is in the rear of a 1989 Honda CRX. This post is out of order and will catch up on some work recently completed. The F20C/F22C is an absolutely amazing engine; engaging to drive and responds well to forced induction. The difference is Spreadshirt has more color options and sells to countries outside the US while Amazon will allow for free shipping and only US. The exhaust system sounded great and made reasonable power but the headers megaphones and V-bands had very little ground clearance. V8 to V6 , different firing order , different cam and crank signal waves. With only a few days before the event, I ordered some supplies and made some major changes. Note for anyone planning to run the ASP headers, mod these first before building the rest of the exhaust system or maybe ask ASP to tuck it up a bit higher and skip the v-band. Installed clutch and assembled transmission (hopefully for the final time). July 13, 2020 j-swap, Modifications, S2000 fabrication, Honda, j-swap, J32, j35, S2000, V6 swap sectoronedesign Leave a comment Progress continues on the J32A2 V6 swap into the S2000. The first event was the Global Time Attack race at the Ridge Motorsports Park which has a few big compressions and I was concerned that I’d grind through the exhaust by the end of the weekend. This post will catch up on some work done over the past several months. ft. SAE corrected. The engine upgrades include heads and cams from a Acura TL Type-S (J32A2), upgraded springs, and a 72 mm turbocharger. This is a single belt pulley and much smaller in diameter. The Bosch Flat Response requires a higher gain setting but the signal to noise ratio seems much better as you can see from the images below. It just so happens that an S2000 crank pulley fits perfectly on the end of the J32A2 crankshaft. 285 whp is pretty impressive considering the engine is internally stock and was rated at 260 crank hp. For the track, these motors have more power than I want/need. Take for example this fifth-generation Honda Civic built by English Racing in Camas, Washington. Added some heat shielding to the engine bay to protect brake lines. For me, a larger naturally aspirated engine seems like the best choice for optimal throttle response, minimal complexity/maximal reliability, minimal heat, etc. Flow should be about the same and gained about 1.5″ of ground clearance so life is good. I’d rather not relocate the steering rack and any modifications to the subframe results in penalties under the race class I run in (treated as a tube frame chassis). I wanted to use an unmodified starter that wasn’t structurally compromised and could be easily replaced by a factory replacement so I designed a new starter spacer that re-clocks the starter to clear the flywheel. Once done, I realized with the slips at the merge collectors, slips at the header-to-B-pipe, and slips at the 2-to-1 merge collector, it was impossible to install the exhaust. Adding a Rotrex supercharger bumps the whole curve up but still only makes peak hp in a very limited rpm window which means 95% of the time, I’m not operating at peak power. Jason. That are also compatible with j32a2 heads? I used a Denso 280-0334 due to it’s slightly smaller total height with the external solenoid. Started with a 3/8″ Baltic Birch plywood core and laminated both sides with carbon fiber/epoxy using a wet layup and vacuum bag cure. Supra Mk3 with a 700+ hp Twin-Turbo 2.7 L Radical V8, Toyota MR2 with a 1046 whp Turbo 3S/5S Inline-Four Goes 8.31 sec, Mitsubishi Pajero Evo with a Supercharged LTx V8 Update. Fabricated an ECU mounting plate that allows the AEM Infinity to drop into the factory location. The Civic runs an Acura TL Type-S six-speed transmission. Now I am at a wiring spaghetti nightmare. The S2000 alternator is slightly smaller and lighter than the base TL alternator that I was using and the pulley diameter is designed to work with the S2000 crank pulley diameter so a new upper and lower bracket was designed, printed for fit check, and then machined out of aluminum. 189 mph?? It’s been done many times, the motors are powerful, light, and compact. Some of the advantages include the ability to use the S2000 transmission (which is one of my favorites ever) and differential which has been reinforced to handle increased power. Instagram: instagram.com/sectoronedesign/. Great build! It seems more projects recently are using the Honda J-series engines for serious power. They also plan to swap the factory GM rear end for a Ford 8.8-inch rear end. The Inline Pro adapter kit comes with a starter spacer which includes a thin shim and a thick spacer. The motor will feature eBay connecting rods, Holley intake, GM coilpacks, and LSx throttle body. You’re right, Civics were never meant to go that fast. Right on! Also, there are some clearance issues including firewall and steering rack. The torque and lack of revs will change the character of the car for sure. We offer shirts on Spreadshirt and Amazon. The factory inline-four has been replaced with a 3.5 L J35 V6 from a 2002 Honda Odyssey. As an obvious sign that this project has been going on far too long… I decided to make some changes to the alternator relocation even though it would have worked beautifully and I already purchased a brand new Honda alternator, belt, and Prank Parts relocation kit. For starter clearance, a window was machined into the cast aluminum pan and a filler panel was cut, bent, and welded in. The starter overlaps the oil pan and clearance must be made to the pan for fitment. The factory inline-four has been replaced with a 3.5 L J35 V6 from a 2002 Honda Odyssey. This kit drops the alternator down to where the AC compressor once lived. So odd the bottom end bone stock, are you using head studs? To get a flat hp curve, you really need a positive displacement supercharger, turbo, or bigger engine displacement. This would require a new and heavy transmission and differential to handle the increased torque. The TPS sensor also turned out to be bad so I replaced it with a Acuity TPS sensor and ordered an Acuity Podium Oil Cap. I really enjoy the instant response of a naturally aspirated car or supercharged car. The J-series engine uses a starter that mounts to the transmission.
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