JwapDreams

Hello guys.

This spring I plan on swapping a j32a2 into my civic and was wondering if the price for the AEM is worth the amount of money I'll be spending on it.

The goal is 300whp or close to it.

The mods:

stroked to 3.5
Dual throttle body
Bigger injectors
Long tube headers
Custom exhaust

I've seen people from j32a.com get good results from their j30-j32s but never have I quite seen a set up like the one I plan on doing. What do you think the power output will be? And can the stock ecu handle the change in air, gas, stroke, and compression?

If not, I'll probably just go turbo. Thanks for your opinions!

teh CL

iTrader: (1)

To get the most out of your set up the AEM is 100% worth the money. The stock ecu wouldn't have an issue running the motor but it would limit your overall power output.


As for stroking to a 3.5, why not just swap in a J35A3 & use the money saved from not building a motor towards the AEM..

JwapDreams

Thanks for the response!

I'm definitely considering it, the j35a3 as another option because I've read recently that the j32a2 heads and j35a3 heads are 100% identical. The only difference is that j32a2 uses 36mm valves and the j35a3 uses 35mm valves.

Well, also the cams are different too. I'm just not sure how much power difference there would be. If negligible then sure why not?

You can run a j35a3 with a CLS ecu?

And I know that running stock unturned ecu will yield less power, but in your opinion, 300whp or close to it worth with the mods I provided?

I saw a guy named Fred on j32a.com who used the AEM on both the j32a2 and j35a4 motors yielding results like 295/275. When he stroked the j32a2 he got a result of 320/290 or something like that.

But I didn't see dynos so I'm a bit skeptical considering I love cars from this site only got 295whp with his build and his build was BUILT

hitek9

I'm running a j35 w j32 heads on a a cls6 ECU, works great. Can definitely feel the torque difference down low.

JwapDreams

That's pretty sweet! Any idea how much power you're making with your set up? People scream that a stroked j in a 2400lb civic chassis will just spin the tires because, TOO MUCH TORQUE, but I kinda like the idea especially for a summer DD.

Thanks for also confirming that j32a2 valves clear the j35a3 pistons.

This isn't a race build, even though I call it my "racecar". It's just a car that moves 3-4 people and is quick.

hitek9

No clue how much power, it's totally stock except for that so I do want to dyno it before doing the normal bolt on stuff.
I think there's a few threads here cover what j35 to use.
Good luck, that will definitely be pretty quick.

gnuts

iTrader: (1)

I think with a 3.2 you'd have more usable power. The HP between a 3.2 and 3.5 would be very close but you'd have much more torque down low with the 3.5. with a tune you could get just over 300whp.

JwapDreams

James Leverett

DudeThe J32A displaces 3.2 L (195 cu in) and is a SOHC VTEC design. Bore is 89 mm (3.5 in) and stroke is 86 mm (3.4 in). Output was 225 hp (168 kW) for the J32A1, with the J32A2 raising output to 260 hp (194 kW) @ 6200 rpm and 232 lb·ft (315 N·m) @ 3500-5500 rpm. A more aggressive camshaft, more free flowing intake/exhaust, and a 2-stage intake manifold all result in a 33.55 hp (25.02 kW) increase over the J32A1. The J32A3's output in the 2004/2005 TL is 270 hp (201 kW). SAE changed the way they tested engine hp for the 2006-2008 TL is 258 hp (192 kW). The J32A3 also includes the one-piece exhaust manifold cast with the cylinder head, first introduced on the J30A4. J32A1

• 1999-2003 Acura TL
• 2001-2003 Acura CL
• 1998-2003 Honda Inspire

J32A2

• 2001-2003 Acura CL Type-S
• 2002-2003 Acura TL Type-S

As you can see here, the motor you are talking about already has 260. You do some header work and some intake/exhaust and you will be at 300. Remember, the J32a2 already came with more aggressive camshaft and some exhaust bits to get it to 260. I just bought an '03 Type S 6mt and it definitely has 260. Intake and headers should get that motor, if it is indeed a j32a2, right up to near 300. Be careful who you get information from.

In the meantime, here is what owners.acura.com says about the Type S ( J32a2 )Engine type: 3.2-liter, 24-valve, VTEC™ V-6 engineDisplacement: 196 cu. in. (3210 cc)Horsepower @ rpm(SAE net): 260 hp @ 6100 rpmTorque(lb.-ft. @ rpm): 232 lb.-ft. @ 3500-5500 rpmRedline: 6900 rpmCompression Ratio: 10.5:1Valvetrain: SOHC 24-valve with Variable Valve Timing and Lift Electronic Control (VTEC) systemFuel & Induction System: Programmed Fuel Injection (PGM-FI)Emissions Control: Electronically controlled EGR Low-Emission Vehicle (LEV) in all 50 statesBore & Stroke: 3.50 in. x 3.39 in. (89 mm x 86 mm)Engine Block: Aluminum alloy with spin-cast iron cylinder linersCylinder Heads: Aluminum alloyIgnition System: Electronic direct ignition system with knock controlBattery: 12V, maintenance freeAlternator: 120 amps maximumTune-Up Interval: No scheduled tune-ups for 105,000 miles*

James Leverett

Also, keep in mind the Comptech supercharged Type S made 390~ on 4.5lbs of boost with the charger and comptech's icebox intake.

JwapDreams

I'm pretty sure that's not to the wheels. There are some people who dynoed their stock j32a2 with minor mods and most people put out 220ish whp.

300 to the crank using a j32a2 Imo is totally possible in my opinion. That puts the j32a2 with I/H/E mods around 250-260 WHP using stock ecu.

If you use AEM and bigger injects plus tune, I'm sure you could get close to 300whp but again, I'm really think that more displacement would help you get there which is why in insistent on a stroked build. However, if you got proof or support that's says else wise that'd be cool.

It's just that there isn't a lot of good information backed up with facts or evidence. Like, I would consider using the j35a3 engine from a 2002 MDX but I'm not feeling that compression ratio. I'm also not a fan of milling heads to raise compression. In no engine builder or super garage mechanic guy, but Imo, unvalidated and confirmed by no one, that 11.5 compression ratio would sport better power and performance than the 9.5 or 10 that the stock mdx engine has. I don't even think it'll affect reliability as much as people think and because it's all motor why not use a highest "safe"? I've heard that 11.5 is ideal for 91 octane but has anyone ever refuted that?

Logically speaking, I'm have a 2005 acura RL that has the j35a8. It's rated 290hp with 11:1 compression ratio. If you account for parasitic loss, the engine puts out around 250whp to a fwd car. This is what I want to essentially build. The difference though is that I'll have a multi port head.

Headers Imo again are a big gain over the single port stupid design of the newer j engines and should help gain a lot of power.

So a multi port j35a8 should easily with I/H/E should be able to make the the +30/40 that the j32a2 makes with the same mods. This was pretty much confirmed by Gerzand when he did his j35a8 with j32a2 heads. But again, not confirmed for real because no dyno sheet. With a tune and bigger injectors I HOPE I can get over 300whp but I know the biggest limiting factor is CAMS.

So to battle this problem I'm just gonna choose the biggest cam from the most powerful engine available and call it a day.

For heads, I've read that the j32a2 and j35a3 share the same head. The only difference is cams and valves. Cams will be accounted for but I've read that the 35mm valves actually flow better than the 36mm valves in the j32a2. The reason was because 36mm valves were supposedly used for emissions and creates an unwanted swirling effect of air or some shit.

James Leverett

Good points. I was under the assumption we were discussing hp at the crank instead of at the wheels. Its undoubtedly a lower figure, but it breaks my heart to hear 40 hp supposedly gets pissed away in the wind. That's quite a large drop, coming from someone who previously owned a 1985 300zx, we reported some losses over time due to wear, but not 40hp worth. I, like you, would like to see more detailed dyno information. If that much hp is being lost, I would look at transmission modification(clutch, flywheel, torque converter, etc) that can be done to reduce the amount of power lost, rather than throw more power at it. Then again, I'm new to the J series.

Also, I made a mistake, the comptech S was around 370, not sure where the rating was taken at but I'd assume it was on a dyno. I've yet to search for a chart.

James Leverett

No vast knowledge of head work, but exhaust headers are one of the places Acura didnt make an upgrade for the Type S and is worth looking into - at least so I've read.

zeta

iTrader: (1)

In addition, according to the individual below, the J32A2 heads received improved lost motion assemblies as well.
(post#32;pg1)

https://acurazine.com/forums/second-...r-cls6-931144/

James Leverett

The CL-S rev limiter keeps the car from tipping into the red zone, and prevents speeds over 145 even with the 6 speed. Only way to get around that is ECU work. I'm sure you could make the numbers you are looking for with some diligence and a few parts.

JwapDreams

Yep, j series engines benefit a ton from I/H/E upgrades because from the factory they're all like super emissions or some shit.

I'm going to be running my car with a cat too so it ain't like I'm gonna be polluting the world any worse than any other car. It just won't be the super emissions version that acura intended.

And the LMA is definitely worth looking into