To Build A J35A3 Short Block + J32A2 Heads??
#161
#162
Since were on the subject I decided to take a few pictures with the oem j series exhaust gasket placed against my dads old 355 and his new 6.0 LS2 engine. The 355 has old cast iron fuely double hump heads and the 6.0 LS2 has 317 heads with worked exhaust runners. The j series gasket is very similar in size compared to the worked LS2 heads lol.
#164
It's been awhile since I updated this thread. I payed the loan on my cls off and bought a new daily driver a 06 TBSS. So since the cls won't be running for awhile I'll play with that for the time being and to add another vehicle to my lineup!
I changed my mind with the cls and decided to go the turbo route. I'm shooting for 700+whp on race gas and high boost! I'm going to use Matt Hickham's turbo manifolds and his new upper intake design he's been working on lately. So my custom long tube headers that are being built by rameybuilt (which should be done anyday now) will be for sale soon to help fund the new setup. Open to reasonable offers.. I rolled and pulled the front fenders with the help of my friend so I'll be able to keep the car low on the drag wheel/tire setup. The fenders need some finishing touches then they will be ready for a light coat of filler to perfect them.
Jacob at tuck tech finished my engine harness so I'll be able to use aem ems and we decided to remove a bunch of things to clean up the harness and engine bay.
Here's some pictures enjoy!
The new daily driver doing what it does best lmao!
The new engine harness.
The fender working process.
The new header design for the most ground clearance possible.
I changed my mind with the cls and decided to go the turbo route. I'm shooting for 700+whp on race gas and high boost! I'm going to use Matt Hickham's turbo manifolds and his new upper intake design he's been working on lately. So my custom long tube headers that are being built by rameybuilt (which should be done anyday now) will be for sale soon to help fund the new setup. Open to reasonable offers.. I rolled and pulled the front fenders with the help of my friend so I'll be able to keep the car low on the drag wheel/tire setup. The fenders need some finishing touches then they will be ready for a light coat of filler to perfect them.
Jacob at tuck tech finished my engine harness so I'll be able to use aem ems and we decided to remove a bunch of things to clean up the harness and engine bay.
Here's some pictures enjoy!
The new daily driver doing what it does best lmao!
The new engine harness.
The fender working process.
The new header design for the most ground clearance possible.
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97BlackAckCL (09-24-2013)
#165
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Conrats on the new whip, enjoy that whopping 8 MPG
#166
#167
#168
Senior Moderator
Man i want those Those would go great with the 3.7 build. Just to find a way to convince the wife to let me spend the monies....
#169
I wonder how hard it would be to install once it is all welded into 1 piece. Are you using any V clamps?
Will you be able to install it with the engine in the bay or do you need to remove the engine to install headers. Did the builder take this into consideration?
I see where it merges from 3-2 that it is a pipe inside a pipe connection. Will that part come apart or be welded also?
Sorry if any of these questions seem stupid.
Will you be able to install it with the engine in the bay or do you need to remove the engine to install headers. Did the builder take this into consideration?
I see where it merges from 3-2 that it is a pipe inside a pipe connection. Will that part come apart or be welded also?
Sorry if any of these questions seem stupid.
#170
I wonder how hard it would be to install once it is all welded into 1 piece. Are you using any V clamps?
Will you be able to install it with the engine in the bay or do you need to remove the engine to install headers. Did the builder take this into consideration?
I see where it merges from 3-2 that it is a pipe inside a pipe connection. Will that part come apart or be welded also?
Sorry if any of these questions seem stupid.
Will you be able to install it with the engine in the bay or do you need to remove the engine to install headers. Did the builder take this into consideration?
I see where it merges from 3-2 that it is a pipe inside a pipe connection. Will that part come apart or be welded also?
Sorry if any of these questions seem stupid.
#171
#175
Senior Moderator
Since were on the subject I decided to take a few pictures with the oem j series exhaust gasket placed against my dads old 355 and his new 6.0 LS2 engine. The 355 has old cast iron fuely double hump heads and the 6.0 LS2 has 317 heads with worked exhaust runners. The j series gasket is very similar in size compared to the worked LS2 heads lol.
Vortec Head
#176
I saw your picture and that's what gave me the idea to go check also lol.
#177
#178
For sale thread for the headers.
https://acurazine.com/forums/car-parts-sale-361/custom-rameybuilt-long-tube-j-series-headers-897054/
https://acurazine.com/forums/car-parts-sale-361/custom-rameybuilt-long-tube-j-series-headers-897054/
#179
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Aye Greg I'm not sure if I've said this before but I really look up to you in the things you've done and are doing with the CL . I play your youtube videos a lot to show what the CL puts down on spray with stock internals . I kinda follow in your steps with a lot that you do . Thank you for all this .
#180
Aye Greg I'm not sure if I've said this before but I really look up to you in the things you've done and are doing with the CL . I play your youtube videos a lot to show what the CL puts down on spray with stock internals . I kinda follow in your steps with a lot that you do . Thank you for all this .
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CL-Future (09-30-2013)
#181
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1foxbody (10-02-2013)
#185
What's your concern with the tach? Hopefully I can help. The ecu gathers information from the timing side sensors and then internally converts it to the same NE+ signal that nearly all Honda tach's operate on. Some tachs obviously operate on 4 ignition pulses as opposed to 6, however the signal is the same. Older distributor style ignitions used this type of signal as well from a wire coming directly off of the ICM with a dedicated tach signal. This is why regardless of which J series ECU and motor/trans setup I use I can still make the tach function even in a cluster as old as a 92 civic. Granted Civic tachs are designed for 4 ignition pulses and will inevitably read 33% higher RPM reading when provided 6 from the J series ECU (be it auto or a true manual swap). Since Greg will be running the AEM unit, the tach signal will be able to be adjusted within the parameters of the software to output either a 4 cylinder friendly tach signal or a 6 cylinder one. Hope this clears up any questions.
#186
Thanks for clarifying that Jacob. It's going to be a long road with this car but it will be well worth it.
#187
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Foxbody I was wondering if I could get your help? I noticed that you took a picture comparing the bell mouth runners that bolt on the upper intake from the c/tls and the mdx. Did you measure the lengths and was the runner diameter the same? I have a j35a3 that I just picked up but my tls is my DD and want to leave it intact till I make my swap. Thanks
#188
Foxbody I was wondering if I could get your help? I noticed that you took a picture comparing the bell mouth runners that bolt on the upper intake from the c/tls and the mdx. Did you measure the lengths and was the runner diameter the same? I have a j35a3 that I just picked up but my tls is my DD and want to leave it intact till I make my swap. Thanks
#189
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Foxbody some times I'm lost for words. The velocity stacks are exactly what I'm talking about. I can measure the length of j35a3 but was wondering if you had the length of the j32a2.
Are you still planning to build a custom intake manifold?
Are you still planning to build a custom intake manifold?
#190
#191
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#192
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What's your concern with the tach? Hopefully I can help. The ecu gathers information from the timing side sensors and then internally converts it to the same NE+ signal that nearly all Honda tach's operate on. Some tachs obviously operate on 4 ignition pulses as opposed to 6, however the signal is the same. Older distributor style ignitions used this type of signal as well from a wire coming directly off of the ICM with a dedicated tach signal. This is why regardless of which J series ECU and motor/trans setup I use I can still make the tach function even in a cluster as old as a 92 civic. Granted Civic tachs are designed for 4 ignition pulses and will inevitably read 33% higher RPM reading when provided 6 from the J series ECU (be it auto or a true manual swap). Since Greg will be running the AEM unit, the tach signal will be able to be adjusted within the parameters of the software to output either a 4 cylinder friendly tach signal or a 6 cylinder one. Hope this clears up any questions.
The issue is that the AEM unit cannot be adjusted to spit out a signal for a 6 cyl cluster. Therefore, accords have been using 4 cyl clusters, but the CL and TL cars are out of luck without a external signal modifier.
#194
Pro
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Thanks fsttyms1 and foxbody, yes I'm comparing the difference in the velocity stacks. Just looking for options to shorten or lengthen intake runner length to get get close to the calculated idea.
Foxbody the Hickman IM look badass!!!
Foxbody the Hickman IM look badass!!!
#195
Hello guys. Newbie here. Just looking for some info. 1foxbody commented earlier that the ARP head stud kit for the J-series V-6 is #208-4307. This kit # shows for the 4-cyl on the ARP site? Can anyone verify this for me? Thanks!
#197
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What's up Greg? I've been hearing some deviant story's from Matt here lately. Lol
#199
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havent been in here in a bit....but all I wanna say is DAYUMMMM !!!
the heads looks SICK....the headers look like an enthusiast's wet dream....the manifold is starting to turn my 'other' head....
effin drool worthy man....well done....
the heads looks SICK....the headers look like an enthusiast's wet dream....the manifold is starting to turn my 'other' head....
effin drool worthy man....well done....