lilb52x

Hi I have a 06 TL that has bent valves from a over rev. I'm trying to figure out the best way to fix it and have some good come out of it. I am able to find type s heads and cams. Would it be worth it to get those pNp the heads and send off the cams to get stage 1 from bisimoto. Or would it be a waste of money and be better to replace the valves and springs on my j32a3 head and still do the cam upgrade. I found someone local who will sell me j32a3 heads for 200. I'm new to j series I came from k series. I Am planning on getting flash pro later. But looking for opinions from you guys what do you guys think the best thing to do? Thanks in advance.

thisaznboi88

iTrader: (7)

Get the j32a3 heads and PNP them. Swap out the springs and retainers and get bisi stage 2 camshafts. Oem camshaft make shit power Probably 5hp difference . It's not like the k series where u can swap in oem type r camshaft and 50 degree vtc.

This is speaking from experienc. I bought j35a8 heads PnP and milled them. swapped in mdx camshaft. I was hoping for 20hp increase. Lol yeah didn't turn out as planned. Probably will go boost in the future.

The only benefit I really saw from the j35a8 heads were the increase size of the cooling jacket. Besides that the valve size are the same. Your better off with aftermarket parts

yungone501

iTrader: (4)

Instead of spending money on repairing the heads, buy yourself some j37a1 heads off of an 07-09 MDX along with some lower runners and gain some extra power out of the improved port design and slightly higher lift cams. I'd say that would be the smartest way to spend your money if you're just trying to get the car back on the road. Best thing about it you will be using all stock parts.

FamilyGuy

^^ how does a j32a2 compare with individual / traditional exhaust ports?

yungone501

iTrader: (4)

Though I've never confirmed it through a flow test, I would say the older multiport exhaust design heads would greatly outflow the newer single port exhaust designs. Even Honda admitted to that the single port heads were made for the simple reasons of production costs and also emissions reductions. That's because its cheaper to cast the exhaust manifold into the head rather than manufacturing two separate components. Lastly, having the ability to attach the precats directly to the head itself allows for a much quicker function of the catalyst and this gives Honda a much "Greener" advantage over the next auto manufacturer.

screaminz28

iTrader: (1)

Do those heads require swapping to the newer style cats/PCDs? I forget what year that change went thru, but I think Sonnick had J37 heads (non dual VTEC) and they needed newer style cats. Something to be aware of just in case.

lilb52x

Thanks for the information! I was thinking of using the stage 1 cams because I've read that people have misfires at idle, where I live they have emissions testing where misfires could make me fail.

The reason I thought of the j35a8 heads were because i have heard that they flow just as well as the j32a3 ported.

That's kinda of disappointing That you have done this swap and not much had been gained.

As far as valves and springs, Does anyone have experience with the supertech springs and retainers and I can't really find no after market valves.

As far as the j37 heads I like that idea but I'm not sure if i can find those heads at a decent price with cams.

I really do appreciate all the opinions everyone is giving.

NBP04TL4ME

Reach out to and/or look for justnspace's thread on what he did. Had a friend over-rev his 3.2 and he replaced with the 3.5 heads from an Oddy, I think. It's been awhile since I read the thread.

****Edit - I found the thread - https://acurazine.com/forums/problem...32-j37-915065/

Happy reading

FamilyGuy

Agreed, which is why I was surprised both have about the same flow after a PnP, bout ~300cfm intake and ~200cfm exhaust side (didn't catch stock numbers). But I've read the individual exhaust ports are still beneficial on exhaust scavenging, though I don't know enough on how it works exactly.

thisaznboi88

iTrader: (7)

I have a j30a5 and thought I would benefit with the 300+ Cfm . Only issue is the damn camshaft doesn't go up to .050 lift To use all 300cfm. I am guessing type-s and RL camshaft max lift are somewhere between .035-.040 lift.

So I am going to go boost and use all 300+cfm intake 200+ exhaust with better cooling.

As for the j37a1 head swap you will need gen8 accord/gen 4 tl cats. So F that. Save all your money and Boost it Price to performance for an N/A build is expensive as Fuck

Run 3-5 psi if you don't want to blow the ring lands. The sleeve can take 15 psi daily easy but the piston and ring land will craps out

yungone501

iTrader: (4)

Things get a little confusing when discussing the j37a1 heads but it's actually quite simple. The j37a1 was produced in two forms; a first and second generation:

2007-2009 MDX J37A1 (aka 1st gen)
2010-2013 MDX J37A1 (aka 2nd gen)

ONLY the 1st gen j37a1 heads from the 07-09 MDX make for the easiest swap as they allow you to use your existing exhaust components. They also carry the same rocker setup and cam design as the j35a8 heads which means they will accept aftermarket parts from the 3G TL or 7G Accord.

It's the 2nd gen j37a1 heads from the 10-13 MDX have an altered exhaust port design that does not allow them to bolt up to your existing components. In addition to this, the cams and the rocker setup is all new design that is NOT interchangeable with the existing 3G TL or 7G Accord parts. Though you can run these heads on your motor (and from a certain point are the better choice IMO), they will require purchasing newer design cats from the 4G TL or 8G Accord. These heads have an even an higher flow than the 1st gen heads not to mention a less moving parts to break on the rocker setup with a much more simplistic approach.

He actually used the 1st gen j37a1 heads. I know this because he bought them from me.

I've read the same and that COULD be the case but I'm still not convinced. As you pointed out, the scavenging effects are greatly disrupted by the merge of the single port design which honestly destroys much of the power potential they create on an actual running engine...not some flow bench that cannot recreate significant factors such as this (and others).

The single port heads are notoriously known, even on other Honda models, for adding massive amounts of heat to the engine thereby creating an environment where knock counts will flourish...especially in forced induction applications!

I'm assuming you mean .500" of lift to flow 300 correct? Otherwise, .050" is generally the "correction factor" used by company's to help obtain more accurate specs from components where exact measurements are critical.

And as for the ring land ordeal, anyone ever wonder why the older j32a2 engines don't generally see this problem? Seems to be more of an issue with the newer designs where Honda focused on creating lightweight parts by using thinner forged parts. Lol

thisaznboi88

iTrader: (7)

Yes I meant .500 lift not 0.050. Sorry for the bad info.

J30a4/5 used cast piston with frm sleeve. While the j32/j35 use steel. They all run into issue with the ring land so definately has to be a design issue with the exhaust porT. If I know that traditional exhaust scavagibg doesn't apply to the design I would have just gasket matc. The exhaust port opening to the gaskeT.

yungone501

iTrader: (4)

Other than diesel engines, I'm not sure steel pistons are ever used. To my knowledge, gasoline engine pistons are cast/forged from aluminum in nearly every case. Think about how immense of a reciprocating load that would cause on the bottom end even at lower engine speeds. Lol

Again, I'm inclined to believe its an issue with the forgings thickness. Honda has almost no choice but to remain competitive by using forged/lightened components to save in manufacturing expenses and of course overall engine efficiency by doing this. Sad but true.

screaminz28

iTrader: (1)

I think he means that the sleeves are steel, not FRM.

screaminz28

iTrader: (1)

With regards to the single exhaust port, something I'd like to try, but am too lazy to put forth the effort is a header design that uses a 3in oval pipe right off of each head. I think people WAY underestimate the amount of exhaust volume needed. Just look at the gains that the Hytech style headers make on B/H series, or even how a set of 1 7/8 long tubes on a stock LS makes more power than 1 3/4s.

With that being said, if someone like Richie or Marcus want to make the headers, I'll gladly do the labor to install, tune and dyno a set of them. I think everyone would be surprised.

yungone501

iTrader: (4)

It's actually 2.50" round that needs to be bent to an oval shape for the exhaust port. I'd be curious to know, however, what a full matched exhaust system would do for the single port heads...especially for the displacements (or applications) that demand it such as the j35zX or j37aX engines. That was actually my next step in my current setup which is a j35z bottom end with j37a4 heads and a large plenum intake manifold. I feel like properly matched 2.5" PCDs and no bottle-necking elsewhere should loosen up a good deal of power. Especially since I'm winding this baby up to 7200 using 14 Odyssey factory cats into a factory j-pipe with a small 2.5 to 3.0" v-band adapter welded to it at a slight angle. Haha

Here's a pic that I took a few days ago. You can see the angle of the v-band adapter in it.

thisaznboi88

iTrader: (7)

He is correct. I have a j30a5 with frm sLeeves. so yeah I have the same issue as h23 when they go boost.

yungone501

iTrader: (4)

Not really sure where the whole j30 FRM thing came from but that's not supported by anything that I've seen from Honda. According to official press release info, it's a standard aluminum block with iron sleeves just like all the other blocks.

thisaznboi88

iTrader: (7)

http://www.v6performance.net/forums/7g-honda-accord-performance-discussion/161634-j30a4-sleeves.html#/forumsite/20845/topics/161634

And
http://honda-tech.com/honda-accord-1990-2002-2/anybody-300-whp-j30a1-2481065/

I am sure someone tried to bore their sleeve on v6p and f´d up there fiber matrixs. Let me see if I can find it.

yungone501

iTrader: (4)

Yep, that's who I figured. Lol

This is what Honda says about the 7g Accords block:
"At the core of the Accord's lightweight V6 is an exceptionally strong, rigid aluminum-alloy block that employs cast-iron cylinder liners to enhance durability. Die-cast and heat-treated, the block has a high natural resonant frequency and an optimal 60-degree V-angle, features that contribute to the engine's inherently smooth, quiet operation as well as to its relatively compact size. A short deck height also improves its overall packaging efficiency."


And then about the 6g Accord block:
"The V-6 is quite compact and incorporates several innovative features that help minimize its size, weight, friction and vibration. The block is heat-treated, die-cast aluminum and is very compact and rigid, with a high natural frequency and minimal resonant vibration. In addition, its 60-degree V angle serves to minimize vibration. Bore and stroke are "square," each measuring 86 mm, for a total displacement of 2997 cc. The cylinder liners are cast-iron."

NBP04TL4ME

Yes, that's my bad. Like I said its been a while since reading through his thread, but again, it was also in the thread title

fsttyms1

I dont remember, what is the amount of work required t get a J32A2 head on these (j35) motors?

gerzand

iTrader: (3)

FYI, even a j32a2 headswapped j35a8 block with no knock and large 1 7/8" custom monster headers is capable of easily cracking OEM piston ringlands on boost, as I found last year when I disassembled my old motor prior to my full aftermarket sleeved/forged internals build. The j35a8 and j32a3 ring lands are very weak, and this is not just related to ring gap. Replace them if you plan on boosting.

6spd-GERCO

Fix car, buy bolt-on's, buy Flashpro & Tune. Then regroup on Heads, Pnp and Cams after this. You can't build a penthouse without a solid foundation.