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The highest numbers I've ever seen from a FBO, stock-interal 3.5 TL-S 6spd were approx. 310-315whp. If you have a dyno chart I'd be interested in seeing it, as I've never heard of numbers that high. 300wtq from just a FBO, stock-interal 3.5 is not possible.
In regards to oil consumption, it is indeed a serious issue on the J37A's. To my knowledge Acura has never released a TSB or any other kind of acknowledging statement; people who are under still under warranty at the time the consumption is discovered are having their short-blocks replaced with identical short-blocks, only for the problem to resurface. The thread below documents an owner who is now on his 3rd replacement motor and still having consumption issues.
There is a solution to the consumption, but it involves altering the oil blend and running boost, which is not feasible for most people.
run boost on a j37 i heard it's not good. Havent tried it so i wouldnt know personally. But guys, just because it isn't posted on forums doesnt mean it cant be done. Ua7_rome on ig. Check out his tl type s 6speed. Hes got somewhere around the 325whp.
as for wtq. Im aiming for 300wtq. Anything is possible if you got the resources and knowledge.
run boost on a j37 i heard it's not good. Havent tried it so i wouldnt know personally. But guys, just because it isn't posted on forums doesnt mean it cant be done. Ua7_rome on ig. Check out his tl type s 6speed. Hes got somewhere around the 325whp.
as for wtq. Im aiming for 300wtq. Anything is possible if you got the resources and knowledge.
Yes, I'm familiar. Jerome's (ua7_rome) highest ever number was 315whp. And he never posted a dyno chart, but I still believe him because he's been around TL's for awhile and has the full list of bolt-ons.
Others with FBO 6spd 3.5's have recorded similar (but slightly lower numbers). His is the highest I have seen to date.
run boost on a j37 i heard it's not good. Havent tried it so i wouldnt know personally.
The J37A4 is more of a stout engine in factory form than the J32A3 or J35A8 are (regardless of those customers cars which have oil burn issues due to a defective oil control ring design, which can be worked around in most scenarios or replaced under a new warranty extension TSB).
The common assumption that the J37A4 has "much weaker" cylinder liners due to being comprised of high silicone content aluminum instead of spun ductile iron liners isn't true for a street car operating under the limits of a stock jseries shortblock's internals anyways. The rods are actually quite stout as well, as I have proven then can hold 473wtq on premium gasoline consistently, even when daily driven and in harsh climates. The peak torque limit of those rods has yet to be seen, though as any good tuner will tell you: it is best to keep the maximum brake torque (MBT) at 5000rpm or just a couple hundred rpm higher than this by controlling total spark advance to keep the rods in good shape (not bent or broken in half). The dual VTEC has also done wonders for these cylinder heads, as seen in my dyno testing & results - especially when on e85 and more agresive spark advance can really show the engine's potential for power and torque after the VTEC crossover. It is amazing.
I have been daily driving my 2010 TL SH-AWD at 410whp for the past 2 years and have dyno's as high as 550whp on e85 and will eventually daily on ethanol once I have increased supply line diameter/capacity to deliver fuel flow. For each of the 3g and 4g TL platforms, I have many customers running these kits who, like me, find them to be quite reliable. Visit @gerzand on IG or my page "Gerzy Bear Performance" on facebook to see more info.
Yes, I'm familiar. Jerome's (ua7_rome) highest ever number was 315whp. And he never posted a dyno chart, but I still believe him because he's been around TL's for awhile and has the full list of bolt-ons.
Others with FBO 6spd 3.5's have recorded similar (but slightly lower numbers). His is the highest I have seen to date.
ive had few chats with him but hes the one that inspired this j37. He walks around vqs up high. Its sick
The J37A4 is more of a stout engine in factory form than the J32A3 or J35A8 are (regardless of those customers cars which have oil burn issues due to a defective oil control ring design, which can be worked around in most scenarios or replaced under a new warranty extension TSB).
The common assumption that the J37A4 has "much weaker" cylinder liners due to being comprised of high silicone content aluminum instead of spun ductile iron liners isn't true for a street car operating under the limits of a stock jseries shortblock's internals anyways. The rods are actually quite stout as well, as I have proven then can hold 473wtq on premium gasoline consistently, even when daily driven and in harsh climates. The peak torque limit of those rods has yet to be seen, though as any good tuner will tell you: it is best to keep the maximum brake torque (MBT) at 5000rpm or just a couple hundred rpm higher than this by controlling total spark advance to keep the rods in good shape (not bent or broken in half). The dual VTEC has also done wonders for these cylinder heads, as seen in my dyno testing & results - especially when on e85 and more agresive spark advance can really show the engine's potential for power and torque after the VTEC crossover. It is amazing.
I have been daily driving my 2010 TL SH-AWD at 410whp for the past 2 years and have dyno's as high as 550whp on e85 and will eventually daily on ethanol once I have increased supply line diameter/capacity to deliver fuel flow. For each of the 3g and 4g TL platforms, I have many customers running these kits who, like me, find them to be quite reliable. Visit @gerzand on IG or my page "Gerzy Bear Performance" on facebook to see more info.
thx for the info Andy!! 473wtq must be crazy. Traction is an issue..gotta be better on the 4g tl shawd tho. Love that
You're welcome. Yes, the SH-AWD system is a beast even when pushed like in the Rotrex application. Good luck in your endeavors.
thx andy!! And thx you for comfirming the j37 isnt a trash motor. The torque is unreal N/A. I can only image IT boosted. Love your work!! keeping pushing the limits for our jseries community!! Thank you
quick question, have you ever tried using the 2nd gen tl/cl type heads on any of your builds??
If you check his build list, he states he is running the J32A2 heads with the 3 port exhaust. Most J series builders that are after serious power use this head as it flows more. How much more? Not sure to be honest. It's not a simple bolt on though.
If you check his build list, he states he is running the J32A2 heads with the 3 port exhaust. Most J series builders that are after serious power use this head as it flows more. How much more? Not sure to be honest. It's not a simple bolt on though.
i have a j35a3 with cl type s heads on my 03 acura cl type s 6speed. Just wondering how and if the 2nd gen type s heads would work better with the newer jseries short block. Ima check out it out now. God i would love to go boost.
Looking for alil help from you guys!! Currently trying to attempt a j35z6 (base 3.5 2010 acura tl) motor into 07 Acura tl type s. Was wondering what's needed to transfer over from j35a8 to make the j35z6 work on 07 tl type s??
Just curious why another thread on this....you are going to have to rehash the "oil" issue concern again in this one....I would have assumed this question would have been better served as a continuation of the other J37 threads although I see you may have changed what specific year engine you are toying with now. For those that haven't followed his previous threads, the oil issue, less reliable issue, blah blah blah, have been hashed out already in another thread. What he is doing may not make sense to others, but it is what he is doing.
To the OP...I have no other value here and can't help with your specific question. Just hate to see the ranting get rehashed yet again by all parties.
Just curious why another thread on this....you are going to have to rehash the "oil" issue concern again in this one....I would have assumed this question would have been better served as a continuation of the other J37 threads although I see you may have changed what specific year engine you are toying with now. For those that haven't followed his previous threads, the oil issue, less reliable issue, blah blah blah, have been hashed out already in another thread. What he is doing may not make sense to others, but it is what he is doing.
To the OP...I have no other value here and can't help with your specific question. Just hate to see the ranting get rehashed yet again by all parties.
lol thx bud!! Reason we swapped a j35z6 is because it had 4000 miles on the motor. And yes his almighty j35a8 was burning oil like crazy. If it was me, id do a j37a2/a4 lmao. I firgured out what was needed to finish it tonight. Running nice and strong. To J35z6 swap it, you need to swap over cam gear, cam gear plate with sensor, crank sensor with harness, and lower timing gear sprocket from j35a8.
I had everything in and started it up and got a cam code p0340. After asking a buddy from ig for his help, he showed me that the cam sensor wasnt reading right do to being acouple degrees out from where it was suppose to be. Solution was to change over the cam plate from a j35a8. In order to fit the cam plate from j35a8, you have to shave alil part of the head off so the cam sensor can fit. Also you can only use one bolt to hold the plate in place. I used red locktite on it and called it a day. Some pics for reference to what im talking bout. Thx to @drew320 for giving me the pics and info to finish up this swap. More to come boys!! J35a8 cam plate. You can see where you have to shave off. Cam sensor cant fit. Shave that lil part off heads down. Also in the pic, the top cam plate bolt does line up. J35z6 left J35a8 right See where the cam sesnsor is slightly off acouple degrees?? J35z6 cam gear left J35a8 cam gear right Need j35a8 cam gear. Has 3 notches for the cam signals. Motor trans out J35a8 burning oil @cdm_ua6spd Andrew left @mk4_lunchbox Lunch right Just 2 of the guys part if the dream team. Love my team!!
lol i had to look up what masochist means. I just like to try out different things. It's good to have options. My buddy got the motor cheap and wanted something with the lowest miles possible. 4000 was the lowest miles hahaha. We were suppose to go j37 but couldnt find any for cheap with under 100k on it. When the motors out the car, everything is easier to do. So why not try and at least attempt this swap. I attempted a j37a1 2010+ mdx and got the same cam code p0340. Couldnt firgure it out. Ripped it out and threw in that j37/j35 hybrid. Now i know the solution. Thanks to @drew320 to guiding me thru the problem.
J35z6 cam plate.... you can see how the cam signal (green lines) and crank signal (yellow lines) dont match up. J35a8 cam plate. This is what you want!!!! Both cam and crank signals match up!! Good to go!! Thx god!! Lol
J37 running strong!! Did first oil change and dipstick was right in the middle of full and low. Doesnt seem like shes burning oil. This is with hard driving with revs matchs and high revs all the time. Love the torque!! Anyone that wants to do this swap cause they have a bad motor should def do it!! Homie Andrew hooking it up with headlight restoration.
Another j37 swap!! This time we did full j37a1 from 2010 mdx. Had to change out cam gear, cam plate, cam sensor, bottom timing sprocket, crank trigger, and oil pump. Fully resealed with new oem oil gaskets as well. Of course all maintenance was done as well while the motor was out. Tbelt, tensioner, plugs, water pump and all fluids. J37a1 auto kbp tl type s J32a2 manuak 6spd swapped 2nd gen tl type s J37a1 2007 kbp auto type s!! J37a1 mated with auto 07 tl type s auto trans and back on subframe. 2nd gen 6spd swapped!! Fully functional. Evrything works. Pretty easy swap if you have manual ecu, engine harness, and engine and trans.
01-30-2019, 01:07 PM
